Conveying device, processing installation, method for conveying and/or processing objects

ABSTRACT

The present invention relates to a conveying device for conveying objects, in particular workpieces. Here, it is provided for the conveying device to comprise a partitioning floor that has a penetration region, in particular a penetration slot, through which one or more receiving elements extend and/or are guidable for the purpose of receiving at least one object.

RELATED APPLICATION

This application is a National Phase of international application No.PCT/EP2019/082394 filed on Nov. 25, 2019, and claims the benefit ofGerman applications No. 10 2019 200 311.7 filed on Jan. 11, 2019, No. 202019 100 145.3 filed on Jan. 11, 2019, No. 10 2019 200 308.7 filed onJan. 11, 2019, No. 10 2019 200 310.9 filed on Jan. 11, 2019, No. 10 2019200 307.9 filed on Jan. 11, 2019 and No. 10 2019 206 729.8 filed on May9, 2019 which are incorporated herein by reference in their entirety andfor all purposes.

FIELD OF DISCLOSURE

The present invention relates to a vehicle, which may be used inparticular as a constituent part of a conveying device in a processinginstallation. Further, the present invention relates to methods forconveying and/or processing objects.

BACKGROUND

In processing installations, for example painting installations, inparticular roller conveyors, chain conveyors or overhead conveyors maybe used for transporting workpieces that are to be painted.

SUMMARY OF THE INVENTION

The object of the present invention is to provide a vehicle and/or aconveying device by means of which objects that are to be transportedcan be transported simply and flexibly.

According to the invention, this object is achieved by the features ofClaim 1.

A vehicle is preferably suitable for conveying objects, in particularvehicle bodies.

Preferably, the vehicle comprises the following:

a base body;

a chassis, by means of which the base body lies and/or is movable on avehicle-accessible subsurface;

a drive device for driving the vehicle;

a receiving device, which comprises one receiving element, two receivingelements or more than two receiving elements, for receiving at least oneobject.

The vehicle-accessible subsurface is in particular a floor, for examplea solid floor, in particular a factory floor.

The vehicle-accessible subsurface is in particular formed from concreteor asphalt or metal, or comprises concrete, asphalt and/or metal.

The vehicle in particular takes a self-guided and/or autonomous form.

Preferably, the vehicle operates at floor level.

Preferably, the vehicle is controllable automatically and/or is guidedor guidable without contact.

It may be provided for the receiving device to comprise exactly tworeceiving elements.

Preferably, exactly one object, in particular exactly one vehicle body,is receivable by means of the two receiving elements.

A plurality of receiving elements, in particular all of the receivingelements, preferably extend in a common plane that runs in particularvertically and/or parallel to a longitudinal centre axis of the vehicle.

A plurality of receiving elements, in particular all of the receivingelements, preferably extend in a vertical longitudinal centre plane ofthe vehicle.

In particular, centre axes or longitudinal axes of the individualreceiving elements lie in a common plane, in particular a verticallongitudinal centre plane.

Longitudinal axes or centre axes of a plurality of receiving elements,in particular all of the receiving elements, are preferably orientedparallel to one another and/or parallel to the direction of gravity, atleast in a condition of the vehicle in which it is arranged on asubstantially horizontal vehicle-accessible subsurface.

It may be advantageous if the longitudinal centre axis of the vehicledefines a main direction of travel of the vehicle or two main directionsof travel of the vehicle.

One or more receiving elements, in particular all of the receivingelements, are preferably the only elements that project upwards from thebase body of the vehicle.

Preferably, one or more receiving elements, in particular all of thereceiving elements, as sole components of the vehicle, project above thebase body by more than approximately 5% or by more than approximately10% of a height of a base body.

It may be provided for the one receiving element, the two receivingelements or the more than two receiving elements to be arranged movablyon the base body.

In particular, the one receiving element, the two receiving elements orthe more than two receiving elements are arranged movably on the basebody parallel to the direction of gravity.

In this description, the direction of gravity is in general a verticaldirection that is oriented substantially perpendicularly to avehicle-accessible subsurface on which the vehicle is configured totravel.

As an alternative or in addition, it may be provided for one receivingelement, two receiving elements or more than two receiving elements tobe connected immovably to the base body.

Moreover, it may be provided for all of the receiving elements to bearranged movably on the base body. As an alternative, it may be providedfor all of the receiving elements to be arranged immovably on the basebody.

Preferably, the vehicle comprises a lifting drive device by means ofwhich the one receiving element, the two receiving elements or the morethan two receiving elements are raisable and/or lowerable in relation tothe base body.

In particular, by means of the lifting drive device the one receivingelement, the two receiving elements or the more than two receivingelements are configured to be extended from and/or retracted into thebase body.

Here, the terms “extend” and “retract” need not necessarily beunderstood to mean coming completely out or being lowered completelyinside. Rather, it is also possible for a portion of a receiving elementthat projects out of the base body to be lengthened or shortened.

It may be favourable if the vehicle comprises a scraping device which isconfigured to scrape off contaminants adhering to one or more receivingelements as one or more receiving elements are retracted or lowered. Asa result, an undesired contamination of an interior of the base body canpreferably be avoided or at least reduced.

It may be favourable if a plurality of receiving elements, in particularall of the receiving elements, are coupled to one another and/or areonly jointly movable in relation to the base body.

In particular, it may be provided for a plurality of receiving elements,in particular all of the receiving elements, only to be raisable at thesame time and/or only to be lowerable at the same time.

It may be advantageous if a lifting drive device of the vehiclecomprises a lifting drive element, wherein the lifting drive elementpreferably connects a lifting drive motor and two or more than tworeceiving elements to one another such that the two or the more than tworeceiving elements are jointly movable by means of the lifting drivemotor.

A lifting drive element is in particular a lifting drive belt or alifting drive chain.

By means of the lifting drive element, preferably the two or the morethan two receiving elements are jointly raisable and/or lowerable inrelation to the base body.

It may be favourable if the lifting drive element extends through adrive axis of the drive device for driving the vehicle.

As an alternative or in addition, it may be provided for the liftingdrive element to extend through below a drive axis of the drive devicefor driving the vehicle.

Two or more than two receiving elements are preferably arranged onmutually opposite sides of a drive axis of the drive device.

In one embodiment of a receiving element, for example a lubricatingdevice, in particular an integrated lubricating device, may be provided.

The lubricating device is preferably integrated into the receivingelement, in particular into a shaft portion and/or a receiving portionof the receiving element, for example being arranged completely withinthe shaft portion and/or the receiving portion.

The lubricating device preferably comprises a reservoir for receivinglubricant, and a dispensing element for the controllable supply oflubricant from the reservoir to an object that is to be lubricated.

The object that is to be lubricated is in particular a part of a liftingdrive device for raising and/or lowering the receiving element inrelation to a foundation body on or in which the receiving element isarranged, in particular being displaceably mounted.

For example, it may be provided for the receiving element to be arrangedsuch that it is displaceable on the foundation body by means of aspindle element, in particular being extendable out of the foundationbody and/or retractable into the foundation body.

Preferably, the lubricating device takes a form such that the objectthat is to be lubricated, in particular the spindle element, isconfigured to have lubricant applied to it, in particular in order toensure reliable lubrication thereof and thus a reliable liftingoperation of the receiving element.

For this purpose, the dispensing element is in particulardemand-controlled and/or time-controlled, for example by means of atiming element. For example, it may be provided for the dispensingelement to be activated automatically after a predetermined number oflifting cycles of the receiving element, in order to ensure regulardispensing of lubricant to the object that is to be lubricated, inparticular the spindle element.

The dispensing element may in particular be a valve, which is arrangedon an underside of the reservoir and/or is directed towards the objectthat is to be lubricated, and which can be opened and closed asrequired.

The lubricating device, in particular the reservoir and/or thedispensing element, is preferably accessible, for example from above,through the receiving portion and/or by removing the receiving portion,in particular for replacement and/or topping up with further lubricant.

It may be favourable if the drive device has a drive axis that connectstwo drive elements, in particular drive wheels, of the drive device toone another. The drive axis is preferably oriented substantiallytransversely, in particular at least approximately perpendicularly, to alongitudinal centre axis and/or main direction of travel of the vehicle.

In particular, it may be provided for the vehicle to have precisely onedrive axis.

It may be advantageous if the drive device has a drive axis thatconnects two drive elements, in particular drive wheels, of the drivedevice to one another, wherein the drive axis is arranged, with respectto a longitudinal centre axis and/or main direction of travel of thevehicle, at least approximately centrally on the base body of thevehicle.

The wording “at least approximately centrally” should in particular beunderstood to mean that one or more axes of rotation about which one ormore drive elements, for example drive wheels, of the drive axis arerotatable are arranged by at most approximately 20% of a totallongitudinal extent of the vehicle away from a horizontal transversecentre axis of the vehicle.

The drive elements, in particular the drive wheels, are preferablyarranged at a spacing from one another that is greater thanapproximately 50%, in particular greater than approximately 70%, of amaximum width of the vehicle and/or the base body.

It may be favourable if one or more support rollers are arranged in eachof four corner regions of the vehicle.

The support rollers are in particular non-driven support rollers.

Preferably, the support rollers are support rollers that are freelyrotatable about 360° with respect to a substantially vertical axis ofrotation.

It may be provided for the drive device to have a drive axis thatconnects two drive elements, in particular drive wheels, of the drivedevice to one another, wherein the drive elements are jointly mounted onthe base body by means of the drive axis.

The drive axis comprises in particular an axis element that rigidlyconnects the drive wheels to one another.

The drive axis is thus in particular a rigid axis. Preferably, there isno independent suspension of wheels.

However, in an alternative embodiment, it is also possible forindependent suspension of wheels to be provided. In that case, there ispreferably provided a coupling device for mechanically coupling thedrive elements, in particular the drive wheels, in particular in orderto ensure that the drive elements, in particular the drive wheels, arepressed evenly against the vehicle-accessible subsurface.

A plurality of drive elements, in particular drive wheels, of the drivedevice are preferably drivable independently of one another.

In particular for this purpose, it may be provided for the vehicle tocomprise a plurality of drive motors.

For example, in each a drive motor is associated with each driveelement, in particular drive wheel.

A drive motor is in particular an electric motor.

It may be favourable if the drive device comprises a drive axis and/orone or more drive elements that are lowerable and/or pressable onto afloor and/or are raisable away from the floor by means of an actuationdevice.

The drive axis and/or one or more drive elements are preferablyintegrated into the base body of the vehicle and/or surrounded on fivesides by the base body.

The actuation device is preferably accessible at an outer side of thevehicle, for the purpose of actuating it.

In particular, in this way there are preferably provided inaccessibleand/or protected drive components of the drive device, wherein at thesame time, for example by raising one or more drive elements away bymeans of the actuation device, the drive device is configured to bedeactivated from an outer side of the vehicle, in particular so that thevehicle can be displaced manually in the event of failure of the drivedevice.

Further, by means of the actuation device, preferably a contact pressureof one or more drive elements, in particular drive wheels, on thevehicle-accessible subsurface is adjustable.

It may be favourable if there is provided an axis element that ismounted to rotate about an axis extending parallel to a longitudinalcentre axis of the vehicle and that in particular firmly connects twodrive elements, in particular drive wheels, to one another. The driveelements, in particular drive wheels, have axes of rotation that arepreferably fixed in relation to one another and are in particularidentical to one another.

The axis element is mounted such that it is rotatable or pivotal, inparticular by means of a bearing element, on the base body of thevehicle. In particular, a height-variable and/or spring-loaded mountingof the bearing element on the base body is provided. By means of theactuation device, preferably a height of the axis element and/or thebearing element relative to the base body is adjustable.

The bearing element preferably takes substantially a U shape.

Preferably, the bearing element comprises a central part, at each end ofwhich there is arranged a limb. By means of one limb, the bearingelement is mounted to be preferably rotatable or pivotal on the basebody.

A further limb of the bearing element preferably engages with a springor is spring-loaded. In particular, the bearing element is movable suchthat it is resilient in relation to the base body.

The central part of the bearing element is preferably a bearing regionon which the axis element is mounted to be rotatable or pivotal.

The U-shaped bearing element in particular surrounds an intermediatespace through which there extends a lifting drive element of the liftingdrive device.

It may be favourable if the intermediate space is the spatial regiondelimited by mutually opposing sides of the limbs of the bearingelement.

It may be provided for the one receiving element, the two receivingelements or the more than two receiving elements each to have areceiving portion that tapers towards an upper end, as seen in relationto the direction of gravity.

In particular, it may be provided for one or more receiving portions, inparticular all of the receiving portions, to take a form that issubstantially conical, partially conical, frustoconical or partiallyfrustoconical.

An engagement region, which takes a form that is complementary therewithat least in certain regions, of an object and/or an adapter device forreceiving one or more objects can as a result make it possible toposition an object on the vehicle in a particularly stable manner. Inparticular, the tapering configuration of the receiving portion can havethe effect of preventing lateral tilting of the object. Even with onlyone or only two receiving elements, which in particular each take anonly pin-shaped, peg-shaped or spike-like form, can stable receiving ofan object on the vehicle preferably be made possible as a result.

In one embodiment of the invention, it may be provided for the onereceiving element, the two receiving elements or the more than tworeceiving elements to be configured to be arranged in differentlocations in relation to the base body.

In this case, the one receiving element, the two receiving elements orthe more than two receiving elements project, preferably in a locationthat is lowest with respect to the direction of gravity, beyond an upperside of the base body and/or out of the base body.

It may be provided for the one receiving element, the two receivingelements or the more than two receiving elements to have a height that,as seen parallel to the direction of gravity, is greater than a heightof the base body of the vehicle as seen parallel to the direction ofgravity.

One or more receiving elements are in particular formed in one piece ortwo pieces.

For example, one or more receiving elements each take the form of metalrods.

The one or more receiving elements each preferably comprise a shaftportion that is substantially cylindrical, preferablycircle-cylindrical, and at the end of which a respective receivingportion is arranged.

The extent of one or more receiving elements in one or both directionsrunning perpendicularly to the direction of gravity is preferably atmost approximately 10%, preferably at most approximately 5%, of alongitudinal extent or transverse extent of the base body of thevehicle.

Here, preferably the base body is the part of the vehicle that forms orcomprises a load-bearing structure of the vehicle, in particular a metalframe.

The base body preferably extends over at least approximately 80%,preferably at least approximately 90%, of a total length or total widthof the vehicle.

It may be favourable if the vehicle comprises one or more receivingsensors by means of which an object arranged on at least one receivingelement is detectable and/or its correct positioning is monitorable.

As an alternative or in addition, it may be provided for the vehicle tocomprise one or more receiving sensors by means of which an orientationand/or a location of an object that is arranged at a spacing from the atleast one receiving element are detectable.

In particular, by means of at least one receiving sensor an orientationand/or a location of the object are detectable before the at least onereceiving element is raised or extended.

In this case, the object that is to be detected or monitored by means ofthe at least one receiving sensor is in particular an object that is tobe conveyed, in particular a vehicle body, or indeed a combination of anobject that is to be conveyed and an adapter device for receiving theobject.

It may be advantageous if at least one receiving sensor is arranged onthe base body.

In particular, it may be provided for two receiving sensors or more thantwo receiving sensors to be arranged, in a region of the base body thatsurrounds one or more receiving elements, on this same region.

By means of these one or more receiving sensors, it is possible inparticular for an approach and/or a positioning and/or a presence of anobject on the receiving element and/or in the region of the receivingelement to be detected and/or monitored.

As an alternative or in addition, it may be provided for at least onereceiving sensor to be arranged on the receiving element.

In particular, a plurality of receiving sensors may be arranged on aplurality of receiving elements.

In particular, receiving sensors that take the form of contact sensorsmay be provided.

Receiving sensors that are arranged on the base body are preferablyreceiving sensors that operate without contact.

At least one receiving sensor preferably interacts with a detection aidon an object that is received or is to be received.

In particular, an opening, for example a hole, in an adapter device maybe provided for receiving an object. In that case, in particular thisopening may be detected by means of a receiving sensor.

It may be favourable if a cover for covering an interior of the basebody is arranged on an upper side of the base body.

The cover is preferably placed on the base body.

Preferably, the cover is arranged and/or takes a form that is at leastapproximately completely peripherally flush with a placement region ofthe base body.

For example, it may be provided for the cover to close at leastapproximately completely peripherally flush with a placement region ofthe base body.

An upper surface of the vehicle is thus preferably substantiallycompletely planar, in particular if one or more projecting receivingelements are not taken into account.

Thus, the cover is preferably configured such that it cannot be grippedwithout using tools.

Preferably, the cover is only placed on, and thus is held preferablyonly by means of gravity and/or laterally clamped against the base body.

The cover covers preferably at least approximately 40%, for example atleast approximately 60%, in particular at least approximately 80%, of anupper side of the vehicle, in particular the base body.

The cover is preferably formed in one piece or in multiple pieces. Inparticular, a plurality of cover elements corresponding to the coverdescribed above are provided.

For example, the cover may be raised away from the base body by means ofa suction-cup device.

It may be favourable if a cover for covering an interior of the basebody is arranged on an upper side of the base body, wherein the coverpreferably takes an at least partly transparent form.

The term “transparent” should in particular be understood to mean that aperson can look through the cover and thus at least individual vehiclecomponents that are in the interior of the base body are visible. As aresult, there may be a higher inhibition threshold for stepping onto thevehicle, as a result of which a reduced load and/or reduced wear of thevehicle or its components may result.

The cover may for example be transparently tinted.

Preferably, the base body comprises one or more side faces that are forexample sloping in form.

One or more side faces preferably extend obliquely, in particular at anangle of between approximately 30° and 70°, to the horizontal and/orvertical.

One or more emergency off switches are preferably arranged on the one ormore side faces. As a result, the emergency off switches areparticularly readily accessible, as a result of which safety duringoperation of the vehicle can be enhanced.

The term “emergency off” should in particular be understood to mean anemergency stop, for example the halting of movable and/or movingcomponents, parts and/or vehicles, etc. Optionally, interruption of apower supply may further be provided with an emergency stop.

As an alternative or in addition, for this purpose it may be providedfor one or more (further) emergency off switches to be arranged on a(further) vehicle or on one or more other components of a conveyingdevice and/or a treatment installation and/or a logistics installation.

A treatment installation is in particular a processing installation.

Preferably, there is associated with one or more of the emergency offswitches, in particular with each emergency off switch, a communicationdevice, in particular a respective communication device. For example,one or more or all of the emergency off switches each comprise acommunication device, wherein the communication device is configured totransmit in particular an emergency stop signal to one or more or all ofthe vehicles in order to put the one or more or all of the vehicles inan emergency stop mode.

In the emergency stop mode, the vehicle is stopped, preferablyimmediately, and/or moved out of a hazardous region. A braking action ispreferably adjusted to a loading condition of the vehicle, in particularin order to avoid damage to an object—in particular a workpiece—arrangedon the vehicle and/or to avoid its becoming detached from the workpiece.

It may be favourable if, by means of a communication device, inparticular a communication device of an emergency off switch and/or avehicle, in the event of actuating an emergency off switch an emergencystop signal is transmitted to one or more, in particular all, of thevehicles, in particular directly and/or indirectly by way of ahigher-level control installation for controlling and/or monitoring aplurality of vehicles.

One or more, in particular all, of the vehicles preferably each comprisea control device which is configured to process an emergency stopsignal, in particular before the vehicle is put in an emergency stopmode.

Preferably, it may be provided for a control device to be configured tocheck whether the respective vehicle absolutely must be put in theemergency stop mode or not. For example, this check can take account ofthe following: the location of the vehicle in relation to one or moreother vehicles; and/or a spacing between the vehicle and one or moreother vehicles; and/or the location of the vehicle in relation to theemergency off switch at which the emergency stop signal was triggered;and/or a spacing between the vehicle and the emergency off switch atwhich the emergency stop signal was triggered; and/or the speed of thevehicle at the moment of transmission and/or triggering of the emergencystop signal; and/or its predetermined and/or calculated movement path,in particular in relation to one or more other vehicles and/or inrelation to the emergency off switch at which the emergency stop signalwas triggered.

For example, the check can determine whether there is a risk to therespective vehicle and/or the object—in particular a workpiece—arrangedthereon, and/or whether there is a risk from the vehicle and/or anobject arranged thereon to one or more items and/or persons, wherein ifthe result is in the affirmative the vehicle is put in the emergencystop mode, and/or wherein if the result is in the negative the vehiclecontinues to be operated in a previously prevailing mode.

In particular, it may be provided for the check to determine whether thevehicle receiving an emergency signal is keeping a large enough spacingfrom other vehicles and/or other items and/or persons and/or theemergency off switch at which the emergency stop signal was triggered,and will keep it because of the predetermined and/or expected movementpath. If the result is in the affirmative, the vehicle in particularcontinues to be operated in a previously prevailing mode. If the resultis negative, the vehicle is in particular put in the emergency stopmode.

The vehicle preferably has a communication device by means of which thevehicle communicates or can communicate directly or indirectly, inparticular by way of a higher-level control installation, with one ormore further vehicles, for example for the purpose of transmitting anemergency stop signal and/or a location signal and/or a condition signaland/or a job signal.

For example, it may be provided for one or more vehicles, which arearranged for example in an area surrounding the vehicle of which theemergency off switch is or has been actuated, to receive the emergencystop signal and to stop as a consequence, in particular to be put in anemergency stop mode.

In this case, the surrounding area is for example a spatial regionaround an emitting device of a communication device for sending theemergency stop signal, wherein an extent of the spatial region resultsin particular from a signal strength and/or range of the emittingdevice. For example, an emitting device that takes the form of ashort-range emitter may be provided, by means of which for example anemergency stop signal is transmissible over a distance of at mostapproximately 20 m, in particular at most approximately 10 m. In thatcase, only the vehicles in this spatial region receive the emergencystop signal and are consequently put in the emergency stop mode. Thevehicles that are arranged outside this spatial region then remain inthe previously prevailing operating modes.

As a short-range emitter, a Bluetooth low-energy emitter (BLE emitter)may for example be provided.

In a further embodiment, it may be provided for one or more (further)emergency off switches to be arranged on a vehicle or on one or moreother components of a conveying device and/or treatment installationand/or logistics installation. Preferably, there is associated with oneor more of the emergency off switches a communication device, forexample one or more of the emergency off switches comprise a respectivecommunication device, wherein the communication device is configured totransmit in particular an emergency stop signal to one or more vehiclesin order to put the one or more vehicles in an emergency stop mode.

It may be favourable if one or more emergency off switches areconfigured to trigger different types of emergency stop mode scenario,wherein these different types of emergency stop mode scenario differfrom one another for example

-   a) in respect of an extent or size or dimension of the surrounding    area in which the vehicles are put in the emergency stop mode,    and/or-   b) in respect of the criteria for checking the respective vehicle by    the control device, and/or-   c) in respect of the targeted control of different groups of    vehicles.

It may be advantageous if, depending on their respective location, thevehicles are associated with different regions or zones, whereinpreferably there is associated with each region or zone a separateemergency stop mode scenario. It is then preferably possible, byactuating an emergency off switch in a particular region or zone or fora particular region or zone, to put in the emergency stop mode at leastthe vehicles, or precisely the vehicles, or only the vehicles that areassociated with this region or zone. All of the other vehicles outsidethis region or zone would then preferably remain in a previouslyprevailing operating mode.

For associating the vehicles with the different regions or zones, it ispossible to utilise in particular sensor elements for detecting thevehicles and/or sensor elements on the vehicles for detecting thesurrounding area. In particular, location sensors of the vehicles orexternal light barriers, scanners or other detectors can be utilised.

The regions or zones are in particular treatment regions, for exampletreatment stations, and/or travel sections, in particular travelsections outside the treatment regions, and/or storage regions.

Preferably, location identification and/or location monitoring of one ormore vehicles, in particular all of the vehicles, is performed overevery conceivable movement path and/or stopping region of the vehicles.In particular, an uninterrupted and/or spatial and/or temporallycontinuous location identification and/or location monitoring isprovided. This should in particular be understood to mean a repeat rateof the location identification and/or location monitoring of at least 1per second, in particular at least 10 per second.

It may be favourable if the location of the one or more or all of thevehicles is identified and/or monitored continuously along at least onetreatment region, in particular at least one treatment station.

In one embodiment of the invention, it may be provided for a vehiclethat is put in an emergency stop mode to emit a signal to one or morefurther vehicles that are in the area surrounding the vehicle, whereinby means of the signal the one or more vehicles are put in particular inan alert condition in order for example to avoid colliding with the forexample suddenly braking vehicle that has been put in the emergency stopmode. For this purpose, the one or more vehicles are braked inparticular to a speed that is reduced by comparison with that before. Asan alternative or in addition, it may be provided, in the alertcondition, for the one or more vehicles to follow a movement path thatdeviates from the movement path originally provided, in particular inorder to bypass a conceivable risk that has prompted actuation of theemergency off switch.

For the purpose of location identification and/or location monitoring ofone or more vehicles, in particular all of the vehicles, it is possiblefor example to provide a locating aid that is integrated in, or arrangedon or in, a floor on which the respective vehicle is configured totravel.

A locating aid is or comprises preferably at least one stationaryelement that is detectable by a detection device arranged on thevehicle, for example a sensor and/or camera, and wherein it is possibleto infer the location of the vehicle by means of the stationary element,for example utilising knowledge of the exact location of the locatingaid.

A locating aid may be for example an induction arrangement and/or a codestrip, in particular a QR code strip.

Preferably, the locating aid extends along a movement path of one ormore vehicles and has, along this movement path, location features thatare unambiguously associable with a location, such that a location ofthe vehicle is unambiguously determinable in particular at any pointalong the movement path. In particular, the determination is performedby means of the control device of the respective vehicle and/or by meansof a higher-level control installation, wherein there is a communicationbetween the respective vehicle and the higher-level control installationpreferably by way of a secure protocol.

In one embodiment, it may be provided for the vehicle to comprise aplurality of location sensors, which are arranged in particular atdifferent points along a longitudinal centre axis of the vehicle and/oralong a direction parallel to a longitudinal centre axis of the vehicle.

One or more location sensors serve in particular to detect one or morelocating aids, in particular locating aids that are permanently arrangedon a floor and/or integrated into the floor, for example one or morecode strips, in particular QR code strips.

It may be favourable if a location is determined by means of a pluralityof location sensors at mutually different points along a movement pathof the vehicle at the same time.

It may be favourable if, of a plurality of in particular real locationsensors, one or more virtual location sensors are calculated by means ofthe control device of the vehicle. In particular, a virtual locationsensor can be calculated that is arranged exactly centrally in thevehicle with respect to a longitudinal direction of the vehicle and/orwith respect to a transverse direction of the vehicle and of whichpreferably likewise calculated sensor values make it possible, becauseof the central arrangement, in particular to identify the locationand/or orientation of the vehicle in an optimum manner.

A higher-level control installation preferably coordinates a pluralityof vehicles, in particular all of the vehicles. In particular, by meansof the higher-level control installation, information on the locationsof the vehicle is usable to compensate safety-relevant deviations inlocation and/or speed that may in particular result in a hazardoussituation, for example by adjusting the movement paths and/or operatingparameters of one or more vehicles and/or by putting one or morevehicles in the emergency stop mode.

It may be advantageous if an upper side of the vehicle is arranged setback in relation to an underside of the vehicle. In particular, thisallows sloping side faces to be produced in a simple manner. Moreover,this allows an optimised detection region to be produced for detecting asurrounding area by means of sensors (described below), in particularsensor elements of a sensor device.

It may be advantageous if the base body takes a substantially cuboidform, wherein two or four corner regions of the base body are eachprovided with an outwardly projecting sensor device of the vehicle.

One or more sensor devices preferably each have one or more sensorelements for detecting an area surrounding the vehicle. In asubstantially horizontal plane the one or more sensor elementspreferably each have, individually or jointly, a detection range of atleast approximately 250°, in particular approximately 270°.

The one or more sensor devices are preferably coupled to a controldevice of the vehicle, wherein the control device preferably takes aform and is arranged such that, depending on sensor values that aredetected and/or identified by means of the one or more sensor devices,the vehicle is operable in two, three or more than three differentoperating modes.

For example, it may be provided for one of the operating modes to be anormal mode, in which there are no unexpected and/or unknown and/ordisruptive items arranged on a route or another predetermined regionsurrounding the vehicle.

As an alternative or in addition, for this purpose it may be providedfor one of the operating modes to be a warning mode, in which one ormore unexpected and/or unknown and/or disruptive items are arranged in apredefined warning section of a route or another predetermined regionsurrounding the vehicle.

Further, as an alternative or in addition, it may be provided for one ofthe operating modes to be a halt mode, in which one or more unexpectedand/or unknown and/or disruptive items are arranged in a predefined haltsection of a drive path and/or another predetermined region surroundingthe vehicle.

A warning section and/or a halt section and/or the different surroundingregions for triggering a warning mode and/or halt mode are preferablyproduced by predetermined minimum and/or maximum spacings between theunexpected and/or unknown and/or disruptive items and the vehicle,wherein these minimum and/or maximum spacings are preferably variabledepending on a current load on the vehicle and/or a current direction oftravel and/or a current speed of travel, preferably by means of thecontrol device.

Further, it may be provided for the vehicle to comprise one or moresensor devices by means of which a space surrounding the vehicle isdetectable and/or monitorable together with a surrounding space and/or aspatial region of an object being transported by means of the vehicle.

In all embodiments of vehicles, preferably in each case one or moresensor devices of the vehicle are provided by means of which arespective area surrounding the vehicle is detectable.

By means of the one or more sensor devices, in particular athree-dimensional surrounding area—that is a three-dimensionalsurrounding region—is detectable, wherein the detection itself ispreferably carried out in two dimensions or similarly in threedimensions, that is to say that items that are detected within thedetected surrounding region are preferably detected with respect totheir dimensions and location relative to the vehicle. In particular,the dimensions and location of the detected items are calculated bymeans of the control device of the vehicle from sensor data of the oneor more sensor devices.

The surrounding region is preferably composed of a plurality of zones,or comprises a plurality of zones. The zones may either be overlappingin form, or cover spatial regions that are entirely different from oneanother.

Preferably, zones of the surrounding region that are different from oneanother are detectable by means of the one or more sensor devices.

Zones are divided up for example by the selection of boundary lines atdifferent spacings from the vehicle. The surrounding region may bedivided up for example into three zones for example in the horizontaldirection.

An innermost zone, at the smallest spacing from the vehicle, inparticular a zone directly adjoining the vehicle, is for example aprotection zone.

This protection zone is preferably a region in which in particular forundisrupted operation no item other than the vehicle itself (and whereappropriate the object) is permitted to be arranged. Preferably, in theevent of detecting an item in this protection zone, the vehicle is putin a halt mode immediately and/or automatically.

The protection zone takes a ring-shaped form, in particular as seen inhorizontal section.

A further zone, adjoining the protection zone, is for example a warningzone. The warning zone surrounds the protection zone, preferably in aring shape, in particular in relation to a horizontal section throughthe vehicle, the protection zone and the warning zone.

The warning zone is in particular a region in which no item other thanthe vehicle itself should be arranged, wherein detection of an item doesnot yet necessarily result in triggering the halt mode. Rather, in theevent of detecting an item in this warning zone, the vehicle ispreferably put in the warning mode immediately and/or automatically.

Outside the warning zone there is in particular a free zone, which whererequired is detectable by the one or more sensor devices but which isnot monitored for the presence of items, etc.

The items that are designated as items detected by the at least onesensor device are in particular items that, in an expected normal modeof the vehicle and/or a treatment installation, should not be at thedetected location. However, the one or more sensor devices also detectitems that are constituent parts of the conveying device and/or thetreatment installation and of which the presence is necessary.

The control device of the vehicle and/or a higher-level controlinstallation preferably carry out a check, in particular a calculation,of whether a detected item is an unexpected and/or unknown and/ordisruptive item or an item of which the presence is acceptable.

Preferably, this check is performed before the vehicle is put in thewarning mode or halt mode.

Depending on a current condition of the vehicle, in particular dependingon whether the vehicle is loaded with an object or has no load, and/ordepending on the current speed and the direction in which the vehicle ismoving, preferably the boundary lines between the zones are varied. Forexample, at a relatively high speed of the vehicle, preferably theboundary lines in the region in front of the vehicle (with respect tothe direction of travel) are shifted away from the vehicle, such thatthe zones—in particular the warning zone and/or the protection zone—aremade larger in front of the vehicle.

In the event of travelling around a bend, for example curving and/or atleast partial lateral shifting of the zones may be provided such thatthey cover as large a spatial region along the actual travel section(movement path) as possible, in particular in the region in front of thevehicle.

The region behind the vehicle (with respect to the direction of travel)usually need not be monitored as carefully, with the result that theparts of the zones—in particular the warning zone and/or the protectionzone—that are behind the vehicle can be made smaller.

The control device of the vehicle and/or a higher-level controlinstallation adjust the courses of the boundary lines and/or thedimensions and/or the shape of the zones—in particular the warning zoneand/or the protection zone—in relation to the respectively currentcondition, preferably periodically, for example a plurality of times aminute or second.

As an alternative or in addition, it is in particular always possible tomake an adjustment if the vehicle undergoes a change in condition, forexample a change in direction, loading, unloading, acceleration, etc.

As a condition feature that in particular affects the courses of theboundary lines of the zones, there may further preferably be used thecurrent location of the vehicle within the conveying device and/ortreatment installation.

In particular, in respect of their dimensions and/or shapes the zonesmay be varied depending on the current location of the vehicle withinthe conveying device and/or treatment installation.

For example, when the vehicle is approaching a station and there is anexpectation that parts of the station will come within the warning zoneand/or the protection zone (or that the warning zone and/or theprotection zone will extend into the parts of the station), it may beprovided for the zones—in particular the warning zone and/or theprotection zone—to be made smaller such that the parts of the stationlie outside the warning zone and/or the protection zone.

In particular, if straight-ahead travel is expected in the station, alateral detection of the surrounding area can be reduced or completelydeactivated.

As an alternative or in addition, it may be provided as a vehicleapproaches a station for a station mode to be activated, in which amaximum speed of the vehicle is reduced in order to compensate theincreased risk potential that is the result of reducing monitoring ofthe surrounding area. Approach to a station may be determined forexample by scanning a locating aid and/or by location sensors and/orproximity sensors.

In particular for the purpose of identifying the courses of the boundarylines and/or the dimensions and/or shape of the zones, the following maybe used:

-   -   speed and direction of travel of the vehicle, in particular        determined using a laser scanner and/or incremental encoder,        preferably with software support;    -   Hall-effect sensor signals from one or more drive motors of the        drive device.

Preferably, unified signals are calculated from these, in particular aspeed of travel and a speed of rotation. If an optionally performedplausibility check gives values indicating inconsistency, thenpreferably an emergency stop is triggered (in particular, an emergencystop mode is initiated). If the plausibility check gives consistentvalues, then the courses of the boundary lines and/or the dimensionsand/or shape of the zones are preferably identified from these values.

It may further be advantageous if, as an alternative or in addition todividing up into zones in the horizontal direction, division into zonesin the vertical direction is provided.

In particular, it may be provided for a zone within which the vehicle isarranged to be defined in the vertical direction. This zone is inparticular a vehicle zone.

The vehicle zone extends in the vertical direction, in particular fromthe floor on which the vehicle is configured to travel as far as anupper side of the base body of the vehicle or an upper end of one ormore receiving elements.

It is thus in particular possible, by detecting the spatial region ofthe surrounding region that forms or comprises the vehicle zone, todetermine whether the vehicle is approaching further vehicles and/orwhether the vehicle is itself at risk of colliding with an item.

A further zone in the vertical direction results from the dimensions ofthe object arranged on the vehicle. This zone, which covers the object,extends in the vertical direction in particular from an underside of theobject (where appropriate including an adapter or skid or similar)and/or as far as an upper side of the object, preferably from a lowestpoint on the object (where appropriate including an adapter or skid orsimilar) and/or as far as a highest point on the object. In the presentdocument, this zone is designated the object zone.

It may be provided for the object zone to directly adjoin the vehiclezone.

As an alternative, it may be provided for there to be arranged betweenthe object zone and the vehicle zone an intermediate zone, which inparticular extends from the upper side of the base body of the vehicleand/or as far as an underside of the object (where appropriate includingan adapter or skid or similar), preferably as far as a lowest point onthe object (where appropriate including an adapter or skid or similar).

Further, it may be provided for the intermediate zone to extend in thevertical direction at least approximately for the distance by which theone or more receiving elements project out of the base body of thevehicle.

It may be favourable if the zones that are divided up in the verticaldirection are overlaid by the zones that are divided up in thehorizontal direction, in particular in order, for the combinationcomprising the vehicle and the object, to enable optimum detection ofthe surrounding area and to avoid risk.

Preferably, there is associated with the vehicle zone a warning zoneand/or a protection zone, such that in particular the question ofwhether the vehicle comes too close to further vehicles or other itemsis monitorable.

Further, it may be provided for there to be associated with the objectzone a warning zone and/or a protection zone, such that in particularthe question of whether the vehicle comes too close to further vehiclesor other items is monitorable.

Moreover, it may be provided for there to be associated with theintermediate zone a warning zone and/or a protection zone, such that inparticular the question of whether the vehicle comes too close to anitem in the region of the one or more receiving elements is monitorable.

The spatial extent, in particular in the horizontal direction, and/orthe shape of the warning zone associated with the vehicle zone and/orthe protection zone associated with the vehicle zone depend inparticular on whether the vehicle is loaded and/or where in theconveying device and/or treatment installation the vehicle is located.

The spatial extent, in particular in the horizontal direction, and/orthe shape of the warning zone associated with the object zone and/or theprotection zone associated with the object zone depend in particular onwhether an object is arranged on the vehicle, the dimensions that thisobject itself has, and/or where in the conveying device and/or treatmentinstallation the vehicle, together with the object arranged thereon, islocated. In particular, if the vehicle has no load—that is to say ifthere is no object present—it may be provided for monitoring of thesurrounding area in the region of the object zone to be completelydeactivated.

The spatial extent, in particular in the horizontal direction, and/orthe shape of the warning zone associated with the intermediate zoneand/or the protection zone associated with the intermediate zone dependin particular on whether there is an object arranged on the vehicle, howfar the one or more receiving elements project from the base body,and/or where in the conveying device and/or treatment installation thevehicle, where appropriate together with the object arranged thereon, islocated. In particular, it may be provided for monitoring of thesurrounding area to be deactivated in the region of the intermediatezone when the vehicle enters a station and/or passes through a stationand at the same time the one or more receiving elements project into apartitioning floor or through a partitioning floor.

In one embodiment, it may be provided for each vehicle, autonomously andindependently of the other vehicles, for example on the basis ofmonitoring of the surrounding area, to check and/or monitor the route ormovement path that it has as a result of a job, in particular in orderto avoid collisions.

In addition, it may further be provided for the vehicles to provideinformation to one another (directly or indirectly by way of thehigher-level control installation) on the respective vehicle conditionand/or the respective extents and/or shapes of the zones, in particularthe warning zones, protection zones, vehicle zones, object zones and/orintermediate zones. As a result, it is possible for in particularplanned overlaps in the zones, which can result for example if twovehicles pass one another closely in opposite directions, to bedeliberately tolerated without triggering an unnecessary warning mode.

It may be favourable if an object zone and/or a warning zone and/or aprotection zone is associated with one or more or all of the objects, inparticular vehicle bodies, even if the respective object is not arrangedon a vehicle. In particular, it is also possible to provide suchdivision into zones in storage locations and/or parking locations.

Such an association between zones in particular enables a higher-levelcoordination of all of the objects, independently of the respectivearrangement on a vehicle, as a result of which potential risks ofcollision between travelling objects (objects arranged on a vehicle) andparked objects (objects not arranged on a vehicle) can also preferablybe minimised.

It may be favourable if a width of an opening in a station through whichthe vehicle for example enters a tunnel below a partitioning floor ofthe station corresponds to at least a maximum width of the vehicle,preferably at least approximately 105% of a width of the vehicle.

Depending on whether the vehicle is loaded with an object or has noload, it is then preferably possible for the control device to adjustmonitoring of the surrounding area that triggers the normal mode and/orthe warning mode and/or the halt mode. This can in particular prevent awarning mode or halt mode from being triggered because of an itemlocated above the vehicle even though there is no object on the vehicle,so that the item does not present any obstacle to the vehicle.

In particular, this makes it possible to pass under and/or over bridgesand/or return regions of reduced height clearance in normal mode,wherein at the same time there is monitoring to establish that there isno object for conveying arranged on the vehicle that would otherwisecause damage to the object or vehicle.

In the warning mode, a speed of travel of the vehicle is preferablyreduced, in particular by comparison with normal mode. Further, in thewarning mode a warning device of the vehicle is preferably configured toemit an acoustic warning signal and/or a visual warning signal.

Normal mode of the vehicle is in particular the operating mode of thevehicle in which it is operated in optimum and/or disruption-freeoperation of an installation comprising the one or more vehicles, inparticular a conveying device and/or treatment installation.

Preferably, a higher-level control installation takes a form and isarranged such that individual or a plurality or all the features and/orfunctions that are included in and hence are connected with thisdescription and the attached claims are performable, and/or such thatindividual or a plurality or all of the results that are included in andhence are connected with this description and the attached claims areobtainable.

Further, preferably individual or a plurality or all of the vehiclestake a form and are arranged such that individual or a plurality or allthe features and/or functions that are included in and hence areconnected with this description and the attached claims are performable,and/or such that individual or a plurality or all of the results thatare included in and hence are connected with this description and theattached claims are obtainable.

Preferably, the higher-level control installation and/or a controldevice of a vehicle can create a job that the vehicle has to carry out.A job may be for example a conveying job for transporting an object,and/or a charging job for charging up an energy store of the vehicle,and/or a relocating job for moving the vehicle to another predeterminedlocation. Further, a job may be a maintenance job, in which the vehicletravels to a maintenance region, where maintenance is performed on thevehicle.

A job may be created for example automatically, in particular by meansof a higher-level control installation. The higher-level controlinstallation creates jobs in particular such that, by means of one ormore vehicles, the objects are conveyed such that utilisation of theinstallations, in particular utilisation of the treatment installation,that is optimised as far as possible is obtainable.

The one or more vehicles preferably move autonomously as they performautomatically created jobs, wherein each vehicle preferably follows amovement path that is optimised with respect to travel time.

Further, it may be provided for jobs to be creatable manually for one ormore vehicles. The jobs are creatable manually in the higher-levelcontrol installation, in particular by an operator or worker.

For a manually created job, in particular only partly autonomous travelof the respective vehicle is provided. In particular, it may be providedfor only previously created movement paths, in particular manuallycreated routes, to be selectable for a manually created job, and for therespective vehicle to be configured to travel only along these movementpaths as it performs a manually created job.

One or more vehicles are preferably operable in a set-up mode, in whichthe respective vehicle does not perform a job but, rather, isprepared—in particular trained—for the purpose of performing jobs later.For example, in the set-up mode different routes, which are selectablelater as movement paths for the purpose of performing manually createdjobs, are creatable manually.

In the set-up mode, in particular during the manual creation of routes,the vehicle may arrive at a situation that, in the normal mode of thevehicle, would constitute a disruption. For example, it may be that fora manually created route, boundary values that deliberately deviate froma movement path of the vehicle in fully autonomous travel, for examplesmaller safety clearances, are selected.

In particular when the manual route is created and/or when manuallycreated jobs are performed (or indeed in all the other operating modes),the vehicle can either travel inherently safely, such that it can itselfrespond reliably to possible risk situations and preferably avoid these,or the vehicle travels with no inherent safety, with the result that itcannot of itself go around or avoid possible risk situations. Thelast-mentioned case is produced in particular if a sensor device formonitoring an area surrounding the vehicle is faulty or deactivatedand/or if one or more other safety devices or safety functions of thevehicle are deactivated, for example because they have been deliberatelybypassed.

Further, travel that is not inherently safe may result if the vehicle isoriented exclusively to one or more locating aids, for example one ormore QR codes and/or one or more code strips.

If the vehicle travels inherently safely, preferably a faster standardspeed and/or a faster maximum speed of the vehicle is provided than whenthe vehicle travels with no inherent safety.

For example, the standard speed and/or maximum speed of the vehicle whenit travels inherently safely is at least approximately three times, inparticular at least approximately five times, for example at leastapproximately ten times, the standard speed and/or maximum speed of thevehicle when it travels with no inherent safety.

In particular in set-up mode, a standard speed and/or maximum speed ofthe vehicle when it travels with no inherent safety may be betweenapproximately 10 m/min and approximately 20 m/min, preferably betweenapproximately 12 m/min and approximately 18 m/min, for exampleapproximately 15 m/min.

In particular in set-up mode, a standard speed and/or maximum speed ofthe vehicle when it travels with no inherent safety may be betweenapproximately 0.5 m/min and approximately 5 m/min, preferably betweenapproximately 1 m/min and approximately 3 m/min, for exampleapproximately 2 m/min.

The standard speed of the vehicle is in particular the average speed atwhich the vehicle moves on a straight section.

In the halt mode of the vehicle, it is preferably braked or brakable toa standstill.

As an alternative or in addition, it is provided in the halt mode for awarning device of the vehicle to be configured to emit an acousticemergency signal and/or a visual emergency signal. Further, as analternative or in addition, it may be provided in the halt mode for thecontrol device to be configured to transmit an emergency signal to ahigher-level control installation, for controlling and/or monitoring aplurality of vehicles.

Preferably, a warning signal and/or an emergency signal comprises aninstruction to clear the route and/or the area surrounding the vehicle.

The warning signal and/or the emergency signal may for example be anannouncement spoken by human or mechanical voice.

It may be advantageous if the vehicle is configured to travel inmultiple directions, in particular in two directions.

One or more display elements, preferably at each end region of thevehicle, are configured to display, depending on a current direction oftravel, whether the respective end region is currently a front region ora rear region of the vehicle.

One or more display elements are in particular arranged and/or formed atall the corner regions of the vehicle.

The one or more display elements preferably at the same time form turnindicator elements which, when travelling around a bend and/or branchingoff from a main conveying section, display the respectively intendeddirection of travel of the vehicle.

In one embodiment of the invention, it may be provided for the vehicleto comprise one or more charge connection points for charging up anenergy store of the vehicle.

A charge connection point is arranged for example on an underside of thebase body. Preferably, for the purpose of charging up the energy storethe vehicle is positionable above a corresponding charge connectionpoint of a charging region.

As an alternative or in addition, it may be provided for a chargeconnection point to be arranged on an upper side of the base body.Preferably, in that case for the purpose of charging the energy storethe vehicle is positionable below a corresponding charge connectionpoint of a charging region.

A charging region is in particular part of a charging device at whichenergy is transferred without contact, for example inductively, and/orwith a mechanical coupling.

In particular, precisely one vehicle is chargeable at a charging regionat any given time.

Preferably, a charging region comprises a charge connection point on theenergy source side. A charge connection point on the store side ispreferably arranged and/or formed on the vehicle.

Preferably, energy from the mains network is provided by way of thecharge connection point of the charging region.

Preferably, energy from the charge connection point of the chargingregion is tapped by the charge connection point of the vehicle andsupplied to the energy store of the vehicle.

It may be favourable if the charge connection point is configured to becoupled to a corresponding charge connection point of a charging regionwith contact.

A charge connection point with contact is or comprises for example asliding contact.

As an alternative or in addition, it may be provided for a chargeconnection point to be configured to be coupled to a correspondingcharge connection point of a charging region without contact.

In particular in this case, an inductive energy transfer may beprovided.

It may be advantageous if the vehicle comprises a charge connectionpoint that is arranged on a side wall of the base body and is inparticular an additional charge connection point, provided in additionto a charge connection point arranged for example on an underside of thebase body.

The charge connection point on a side wall of the base body is inparticular a further charge connection point that is configured to becoupled to a corresponding charge connection point of a charging regionin particular by means of a plug connection.

In one embodiment of the vehicle, the charge connection point that isarranged on an underside of the base body may be a main chargeconnection point, through which a major part of the energy required foroperation is receivable in the normal mode of the vehicle.

The further charge connection point is in particular a backup chargeconnection point and/or emergency charge connection point. By way ofthis further charge connection point, energy is in particular suppliableto the energy store of the vehicle if for whatever reason the vehicle isno longer bringable to a charging region for the main charge connectionpoint.

It may be favourable if at least one charge connection point is arrangedand/or formed on at least one receiving element.

It may be provided for the receiving element to comprise one or morecontact regions and/or one or more contact elements and/or a controlcontact arrangement.

The one or more contact regions and/or the one or more contact elementsare preferably inaccessible when the at least one receiving element isarranged in a retracted position. The contact regions and/or contactelements are in that case inaccessible, in particular for the purpose ofoptimised protection of persons, in particular when no objects are beingconveyed by the vehicle and thus there are no objects covering the oneor more receiving elements.

One or more contact regions and/or one or more contact elements and/or acontrol contact arrangement are in particular arranged and/or formed ona shaft region and/or a receiving cylinder of at least one receivingelement.

Preferably, two contact regions and/or contact elements are arrangedand/or formed on sides of the at least one receiving element—inparticular the shaft region and/or receiving cylinder of the at leastone receiving element—that are opposite one another with respect to avertical longitudinal centre axis of the vehicle.

As an alternative or in addition, contact regions and/or contactelements that are arranged in particular at different heights on theshaft region and/or receiving cylinder of the at least one receivingelement may be provided.

In particular by means of one or more sliding contacts, the one or morecontact regions and/or contact elements are preferably configured tomake contact with the receiving element in a simple manner, in orderthat energy can be supplied to the energy store of the vehicle.

It may be advantageous if the vehicle comprises an energy store forstoring and providing electrical energy for driving the vehicle, whereinthe energy store comprises one or more energy storage units that takethe form of a capacitor, in particular a supercapacitor orultracapacitor.

It may further be provided for the vehicle to comprise an energy storeby means of which electrical energy is storable and providable fordriving a lifting drive device of the vehicle.

By means of this same energy store, in particular this same energystorage unit or these same energy storage units of the energy store,preferably energy is storable and providable both for driving thelifting drive device and also for driving the vehicle.

Driving of the vehicle is in particular moving the vehicle along.

Preferably, the vehicle comprises an energy store that comprises inparticular a plurality of energy storage units.

It may be favourable if the energy store comprises one or more driveenergy storage units for storing energy for driving the vehicle as awhole and/or for driving a lifting drive device.

One or more or all of the drive energy storage units may take the formfor example of supercapacitors.

As an alternative or in addition, it may be provided for the energystore to comprise one or more buffer energy storage units by means ofwhich energy is providable for example for operating the control deviceand/or one or more sensor devices and/or one or more communicationdevices.

One or more or all of the buffer energy storage units may take the formfor example of lithium-ion accumulators.

Optionally, it may be provided for one or more or all of the bufferenergy storage units to be coupled or couplable to a drive device and/ora lifting drive device of the vehicle, in particular for providingenergy for operating the drive device and/or the lifting drive device ifthe drive energy storage units can no longer provide sufficient energyfor this.

It may be provided for the one or more drive energy storage units on theone hand and the one or more buffer energy storage units on the other tohave mutually different standard operating voltages and/or chargevoltages.

For example, it may be provided for the one or more drive energy storageunits to be operable at a voltage, in particular a DC voltage, of atleast approximately 48 V.

Further, it may be provided for the one or more buffer energy storageunits to be operable at a voltage, in particular a DC voltage, of atleast approximately 24 V.

For the purpose of charging the energy store at a charging region, thecharging region preferably comprises one or more charge connectionpoints, which each have a plurality of contact regions and/or contactelements for providing voltages of different voltage values.

In particular, there are provided at one or more charge connectionpoints in each case two or more than two pairs of contact regions and/orcontact elements that serve to provide different charge voltages.

A contact region may in particular take the form of a large-surfacecontact and/or a contact element, in particular as a protruding contactelement and/or as a sliding contact.

Contact regions on the vehicle side of one or more charge connectionpoints of the vehicle are preferably formed and/or arranged, at least inrespect of their spatial form and/or arrangement, at least in certainregions such that they are complementary with the contact regions of theone or more charge connection points on the energy source side.

The contact regions are in particular formed and/or arranged such thatthe possibility of cross-contact being made between contact regions ofcontact region pairs that do not belong together is ruled out.

It may be favourable if one or more or all of the charge connectionpoints have in each case at least one pair of contact regions on theoutside, which serves in particular to charge the at least one driveenergy storage unit.

Further, it may be provided for one or more or all of the chargeconnection points to have in each case at least one pair of contactregions on the inside, which serves in particular to charge the at leastone buffer energy storage unit.

The at least one inside pair of contact regions is in particulararranged between the two contact regions of the at least one outsidepair of contact regions.

As an alternative, it is also possible for reversed utilisation of thecontact regions to be provided, with the result that the at least oneinside pair of contact regions serves for example to charge the at leastone drive energy storage unit, while the at least one outside pair ofcontact regions serves for example to charge the at least one bufferenergy storage unit.

Further, it may be provided for one or more or all of the chargeconnection points to have in each case one or more location contactswhich are configured to allow location identification and/or locationmonitoring of the vehicles to be performed.

For example, one or more pairs of location contacts may be provided thatare arranged in particular on the inside, between contact regions of therespective charge connection point, and/or on the outside, such that thecontact regions of the respective charge connection point are arrangedbetween the location contacts.

It may be advantageous if one or more location sensors and/or locationcontacts are used to determine whether a vehicle has come to a locationthat is required for charging the energy store, in relation to a chargeconnection point, and if so that one or more charge voltages areactivated at the charge connection point, for the purpose of chargingthe energy store.

It may be favourable if one or more contact regions and/or contactelements for charging the energy store, in particular one or more driveenergy storage units and/or one or more buffer energy storage units, atthe same time serve as one or more location contacts.

It may be provided for one or more contact regions and/or contactelements and/or one or more location contacts of the vehicle each tohave a safety device, for example a relay and/or a contactor, which isconfigured to temporarily switch off the voltage, for example to avoidshort circuits at the energy store when the contact regions and/orlocation contacts are being used for location identification and/orlocation monitoring.

As an alternative or in addition, it may be provided for one or morecontact regions and/or contact elements and/or one or more locationcontacts of one or more or all of the charge connection points on theenergy source side each to have a safety device, for example a relayand/or a contactor, which is configured to temporarily switch off thevoltage, for example to avoid short circuits at the energy source whenthe contact regions and/or location contacts are being used for locationidentification and/or location monitoring.

For the purpose of switching between a location identification mode anda charge mode, in particular for the purpose of correspondinglycontrolling the safety device, preferably a handshake is providedbetween the vehicle and the charge connection point and/or thehigher-level control installation.

In particular, it is possible to determine on the energy source side, bymeasuring the voltage at the contact regions and/or contact elements,whether a vehicle is correctly positioned at the respective chargeconnection point. For example, it is possible to infer that a vehicle iscorrectly positioned if the measured voltage is greater than 0.2 V, inparticular greater than 0.5 V.

After the end of the charging procedure, the charge connection point ispreferably put back into a location identification mode, in particularby activating the safety device.

Preferably, the vehicle comprises a control device that in particulartakes a form and is arranged such that the vehicle is optionallyoperable in a safety mode or an express mode.

Preferably, the vehicle is optionally operable in the normal mode and/orthe warning mode and/or the halt mode a) only in the safety mode or b)only in the express mode or c) in both the safety mode and the expressmode.

Preferably, the vehicle is put or is configured to be put in the safetymode if persons are detected in the area surrounding the vehicle and/orif a vehicle is travelling in a region that is accessible to persons.

The detection of persons is in particular the detection of items, whichcould be persons. Here, it is not absolutely necessary to identifywhether it is actually a person, but rather it must be ensured that, incase it is a person, this person is protected from injury.

Further, the vehicle is preferably put or is configured to be put in theexpress mode if no persons are detected in the area surrounding thevehicle and/or if a vehicle is travelling in a region that isinaccessible to persons.

In particular, the vehicle is operable in the safety mode such that theprovisions and/or recommendations from VDI Guideline 2510 are observed.

Preferably, in the safety mode it is provided for one or more sensordevices of the vehicle to monitor an area surrounding the vehicle.

Depending on the results of the sensor monitoring, in the safety modepreferably the control device is configured to select whether thevehicle is operated in normal mode, a warning mode and/or a halt mode.

Preferably, a maximum speed in the safety mode is adapted to existingstandards, guidelines and/or recommendations for self-guided vehicles inspaces and/or regions in which there are or may be persons.

In the express mode, preferably no maximum speed is prescribed. Rather,in the express mode the vehicle is preferably controlled by the controldevice merely such that damage to property is avoided. In particular,when the vehicle has no load, a very high speed can be provided, fargreater than the maximum speed in the safety mode. For example, thespeed of the vehicle in the express mode is at least approximately 150%,in particular at least approximately 200%, for example at leastapproximately 300%, of the maximum speed of the vehicle in the safetymode.

It may be advantageous if the vehicle is configured to be put in thesafety mode or the express mode by means of a device located on thevehicle, in particular a GPS receiver and/or a real time locationsystem, and/or by means of a device not located on the vehicle, inparticular a sensor device, for example by using external safetycontacts, etc.

A device that is not located on the vehicle is in particular amonitoring device that monitors or is configured to monitor whetherpersons have or could have access to an express region in which thevehicle is operated in the express mode. For example, if a monitoredaccess door, as an access to the express region, is opened it may leadto immediately switching the vehicle in the express region from theexpress mode into the safety mode.

Further, it may be provided for a control device of the vehicle to checkthe condition of an express region, by means of its own sensors and/orby querying external sensors, before the vehicle is put in the expressmode. For example, switchover from the safety mode to the express modein the express region may be prevented if an internal or external sensordevice detects a person in the express region.

Instead of detecting a person, it is also possible to apply otherparameters or conditions for safely selecting the express mode.

An express region may be formed and/or provided for example on one ormore levels of a processing installation.

It may be advantageous if an express region extends at leastapproximately completely—in particular to the extent of at leastapproximately 90%, for example at least approximately 95%, of a usablesurface of one or more levels of a processing installation—over said oneor more levels.

As an alternative or in addition, it may be provided for a safety regionto be formed and/or provided for example on one or more levels of aprocessing installation.

It may be advantageous if a safety region extends at least approximatelycompletely—in particular to the extent of at least approximately 90%,for example at least approximately 95%, of a usable surface of one ormore levels of a processing installation—over said one or more levels.

Further, it may be provided for one or more levels of a processinginstallation each to have one or more safety regions and one or moreexpress regions.

A level that takes the form of an express region to the extent of atleast approximately 50%, in particular at least approximately 80%, forexample at least approximately 95%, is preferably a level havingworkstations of which a majority or all are automatic—that is to sayhaving stations and/or processing regions in a majority or all of whichthe objects are processed by means of robots or other machines.

A level that takes the form of a safety region to the extent of at leastapproximately 50%, in particular at least approximately 80%, for exampleat least approximately 95%, is preferably a level having workstations ofwhich a majority or all are manual—that is to say having stations and/orprocessing regions in a majority or all of which the objects areprocessed by persons.

The one or more receiving elements of the vehicle may be positioned forexample directly on an object that is to be conveyed.

However, it is also possible to provide for an object that is to beconveyed to be positioned or configured to be positioned on the one ormore receiving elements of the vehicle by means of an adapter device.

Thus, the present invention also relates to an adapter device forreceiving an object, in particular a workpiece, for example a vehiclebody.

Preferably, the adapter device comprises the following:

a central element;

one or more adapter elements that are positioned on the central elementand, for the purpose of receiving the object, are geometrically adaptedto the object.

One or more engagement regions, in particular introduction openings, inwhich one or more receiving elements engage for the purpose of receivingthe adapter device, are preferably arranged and/or formed in the centralelement and/or the one or more adapter elements.

Preferably, the central element connects a plurality of adapter elementsto one another.

In particular, there are provided on one or more adapter elementsrespectively one or more receiving pins for receiving one or moreobjects, for example a vehicle body.

The one or more engagement regions, in particular introduction openings,are preferably arranged and/or formed to be substantially complementarywith one or more receiving portions.

In particular, one or more engagement regions, for example introductionopenings, take a form that is substantially conical, partially conical,frustoconical or partially frustoconical.

It may be favourable if one or more engagement regions, in particularintroduction openings, are arranged and/or formed in an underside of theadapter device and taper in the opposite direction to that of gravity.

The adapter device according to the invention is in particular suitablefor use in combination with a vehicle according to the invention.

Thus, the present invention also relates to a combination comprising atleast one vehicle and at least one adapter device.

In particular, a plurality of adapter elements of different geometryand/or size may be provided for receiving objects of different geometryand/or size.

In particular, the combination may comprise a modular system for makingadapter devices for different types of object, wherein in particular oneor more identically formed central elements and adapter elements ofdifferent geometry and/or size that are configured to be optionallyarranged thereon, in particular screwed thereto, are provided.

The vehicle according to the invention and/or the adapter deviceaccording to the invention and/or the combination according to theinvention are particularly suitable for use in a conveying device forconveying objects.

Thus, the present invention also relates to a conveying device forconveying objects, in particular workpieces, for example vehicle bodies.

The conveying device here comprises in particular one or more vehicles,for example vehicles according to the invention.

Further, the conveying device preferably comprises one or more stationsto which the objects are transportable by means of one or more vehicles,and/or at which the objects are dischargeable and/or receivable.

In particular, at one or more stations the objects are configured to betransferred from the vehicles to a station conveying device and/or to astation receptacle, or are configured to be taken on from these.

In at least one of the stations, preferably two or more than twolocations are provided for two or more than two objects.

An object is preferably dischargeable by a vehicle to the station in afirst location. An object is preferably receivable by a vehicle in asecond location and then transportable away out of the station.

The first location is in particular a discharge location.

The second location is in particular a receiving location.

It may be favourable if the objects are processable during conveyingfrom the first location to the second location, or in an intermediatelocation arranged between these.

It may be favourable if at least one vehicle takes a form and isarranged such that an object is dischargeable at a station in a firstlocation and then an object that was previously discharged at this firstlocation and has in the meantime been conveyed to a second location ofthis station is receivable at the second location. In this way, the atleast one vehicle is configured in particular to skip one cycle of theconveying device.

The vehicles are preferably further usable while one or more objectsremain temporarily in a station, in particular being processed.

The object that is discharged at the first location by means of the atleast one vehicle is then received at the second location, in particularafter processing of the object in an intermediate location, by means ofa further vehicle that in the meantime has discharged a further objectat the first location.

The vehicles of the conveying device are thus preferably optimised forthe transport procedure. In particular, preferably idle times duringtreatment of objects are avoided.

It may be favourable if one or more stations comprise a partitioningfloor below which the at least one vehicle is movable, in particularwhile one or more objects are movable above the partitioning floorand/or in order to move one or more objects above the partitioningfloor.

In this case, the objects are preferably arranged entirely above thepartitioning floor.

The at least one vehicle, in particular the base body and the chassis,is preferably arranged below the partitioning floor, wherein at most oneor more receiving elements project through the partitioning floor and/orinto the partitioning floor. In particular, a base body of the at leastone vehicle is preferably arranged entirely below the partitioningfloor.

Preferably, the partitioning floor extends from a discharge location asfar as a receiving location.

As a minimum, the partitioning floor preferably extends in the region ofan intermediate location, in particular over a complete treatmentregion, if the station is for example a treatment station.

The partitioning floor is preferably person-accessible and/ormachine-accessible.

The partitioning floor may for example take a substantially planar formor take the form of a tunnel.

In particular, the partitioning floor may form a double floor that isarranged substantially parallel to a vehicle-accessible subsurface, inparticular a factory floor, on which the conveying device is mounted.

The partitioning floor is preferably substantially fluid-tight, inparticular being drip-tight.

It may be favourable if the partitioning floor and/or a stationconveying device are raisable and/or lowerable, in particular partially.As a result, in particular objects may be received by one or morevehicles and/or another type of conveying installation, and/or may betransferred to one or more vehicles and/or another type of conveyinginstallation.

It may be favourable if the partitioning floor is oriented substantiallyparallel to a vehicle-accessible subsurface on which the conveyingdevice is mounted. A spacing between a preferably person-accessiblesurface of the partitioning floor and a preferably vehicle-accessiblesurface of the vehicle-accessible subsurface is preferably at mostapproximately five times, in particular at most approximately fourtimes, preferably at most approximately twice, the height of a vehicleand/or the height of a base body of the vehicle.

It may be favourable if at least one section of the partitioning floortakes a completely enclosed form above a conveying path of a vehicle. Asa result, objects that are to be conveyed are preferably completelyspatially separated from the at least one vehicle.

In that case, the one or more vehicles and the objects preferably nolonger touch one another. In particular, there are no parts projectingthrough the partitioning floor. In this way, it is possible to ensureparticular protection of the vehicles from contamination, overheating,moisture, etc. when the vehicles pass below stations that are affectedin these ways.

It may be provided for the completely enclosed section of thepartitioning floor to extend at least approximately over an entirelongitudinal extent of a processing region for processing the objects.

Preferably, transfer from the vehicle to the station conveying deviceand/or transfer from the station conveying device to the at least onevehicle are performed outside the processing region.

However, it may also be provided for one or more objects to be broughtdirectly into a processing location by a vehicle. In that case, astation conveying device is preferably dispensable. For the purpose ofprotecting the vehicle, it may in that case be provided for the vehicleto unload the one or more objects in the processing location and to exitthe processing region. At a later point in time, it is possible for theobject or objects, of which processing is then finished, to be receivedagain by the same or another vehicle and to be transported on.

The term “processing” in this description is preferably quite generallythe carrying out of any kind of step for treatment, manufacture and/orfinishing of a product. The term “processing” should in particular beunderstood to mean the manufacture, treatment, coating, assembly,repair, inspection, etc. of a product or part thereof.

A longitudinal extent of a processing region is in particular an extentof the processing region along a conveying direction and/or a conveyingpath, for example from an entry point and/or a discharge location of thestation to an exit point and/or receiving location of the station.

It may be favourable if the partitioning floor has a penetration region,for example a penetration slot, through which one or more receivingelements of the at least one vehicle extend, or into which one or morereceiving elements of the at least one vehicle extend.

The penetration region, in particular the penetration slot, preferablyextends along a conveying path of the conveying device and/orpredetermines a conveying path of the conveying device.

It may be provided for there to be formed on one or both sides of thepenetration region, in particular the penetration slot, a penetrationedge region that takes an elevated form, in particular by comparisonwith the rest of the partitioning floor.

The elevated form relates in particular to a height level in a part ofthe partitioning floor surrounding the penetration edge region, inparticular a floor region of the partitioning floor that isperson-accessible.

A penetration opening in the partitioning floor, formed by thepenetration region, in particular the penetration slot, is thuspreferably arranged above a person-accessible floor level, as a resultof which it is possible in particular to prevent loose parts or liquidson the person-accessible floor region of the partitioning floor frompassing through the penetration region and reaching the at least onevehicle.

An average free or clearable spacing between two penetration edgeregions that are opposite one another in relation to the penetrationregion is preferably at most approximately four times, for example atmost approximately three times, in particular at most approximatelytwice, an average thickness, horizontally and perpendicularly to theconveying path, of at least one receiving element of the at least onevehicle.

It may be favourable if an average free or clearable spacing between twopenetration edge regions that are opposite one another in relation tothe penetration region is at most approximately 150%, preferably at mostapproximately 100%, for example at most approximately 80%, of an averageextent, horizontally and perpendicularly to the conveying path, of acentral element of an adapter device for receiving at least one object.As a result, the central element of the cover device may at least partlyor completely cover the penetration region, in particular thepenetration slot, as a result of which in particular an undesiredcontamination of the vehicle may be avoided or at least reduced.

The penetration edge region may be for example substantially L-shaped ina cross section taken perpendicularly to the conveying path.

As an alternative or in addition, it may be provided for the penetrationedge region to extend obliquely in relation to the direction of gravityand/or obliquely in relation to a horizontal direction.

It may be advantageous if the conveying device, in particular thepartitioning floor, for example the penetration edge region, comprisesone or more closing elements by means of which the penetration region,in particular the penetration slot, is closable, preferably permanentlyor temporarily.

In particular, it may be provided for the penetration region, inparticular the penetration slot, to be closable automatically by meansof the one or more closing elements.

As an alternative or in addition, it may be provided for the penetrationregion, in particular the penetration slot, to be closable by means ofone or more closing elements in particular if no receiving elementprojects through the penetration region.

Further, as an alternative or in addition, it may be provided for thepenetration region, in particular the penetration slot, to be closableby means of one or more closing elements in the sections of thepenetration region, in particular the penetration slot, where noreceiving element is currently projecting through the penetrationregion.

One or more closing elements are in particular actuable by means of theone or more receiving elements, in particular being configured to bebrought into an open position and/or a closed position.

As an alternative or in addition, it may be provided for one or moreclosing elements to be configured to be moved from an open position intoa closed position automatically, resiliently and/or under the action ofgravity.

One or more closing elements in particular take the form of slats and/orflaps.

It may be favourable if a conveying device serves to convey objects, inparticular workpieces, for example vehicle bodies, wherein the conveyingdevice preferably comprises a partitioning floor.

The partitioning floor preferably has a penetration region, inparticular a penetration slot.

Preferably, one or more receiving elements may, for the purpose ofreceiving at least one object, extend through the penetration region, inparticular the penetration slot, preferably upwards in the oppositedirection to that of gravity.

It may be provided for the partitioning floor to form aperson-accessible floor of a station, a processing region and/or atreatment space of a treatment installation.

One or more vehicles are preferably configured to travel below thepartitioning floor, in particular in a travel space formed below thepartitioning floor.

The penetration region, in particular the penetration slot, preferablyextends along a conveying direction of the conveying device.

It may be advantageous if the partitioning floor comprises one or moreclosing elements by means of which the penetration region, in particularthe penetration slot, is closable.

In particular, it may be provided for the penetration region, inparticular the penetration slot, to be closable by means of the one ormore closing elements automatically and/or temporarily and/or locallyand/or globally.

It may be provided for the penetration region, in particular thepenetration slot, to be closable by means of the one or more closingelements in particular if no receiving element projects through thepenetration region.

As an alternative or in addition, it may be provided for the penetrationregion, in particular the penetration slot, to be closable by means ofthe one or more closing elements in particular in the regions of thepenetration region, in particular the penetration slot, where noreceiving element is currently projecting through the penetrationregion.

It may be favourable if one or more closing elements are actuable bymeans of the receiving element, in particular are configured to bebrought into an open position and/or a closed position.

Preferably, a receiving element is configured always to move exactly oneclosing element or two closing elements from a closed position to anopen position.

Preferably, one or more closing elements, in particular all of theclosing elements, are configured to be moved automatically from an openposition to a closed position, in particular if no receiving elementengages with the respective closing element.

One or more closing elements, in particular all of the closing elements,are preferably actuable independently of one another, in particularbeing configured to be moved from a closed position to an open positionindependently of one another.

It may be favourable if one or more closing elements are configured tobe automatically moved from an open position into a closed position,resiliently and/or under the action of gravity. As a result, it ispreferably possible to ensure that the closing elements are alwaysarranged in the closed position, without the intervention of a receivingelement, and so the penetration region, in particular the penetrationslot, is closed.

One or more closing elements, in particular all of the closing elements,may for example take the form of slats and/or flaps and/or closurepanels.

For example, round—in particular circular—closure panels may be providedas closing elements.

It may be favourable if one or more closing elements are deflectable inparticular in a horizontal direction in order to temporarily clear thepenetration region for the purpose of guiding one or more receivingelements through.

The term “deflection” should be understood in particular to mean lineardisplacement and/or pivoting.

It may be provided for the partitioning floor to comprise a plurality ofclosing elements that are arranged to overlap one another in a closedposition and/or in an open position thereof.

In particular, it may be provided for the partitioning floor to comprisea plurality of closing elements that are arranged and/or movable onmutually different levels, in particular mutually parallel levels,preferably horizontal levels, in particular being movable relative toone another and/or relative to one or more load-bearing panels of thepartitioning floor.

In particular, it may be provided for the partitioning floor to comprisea plurality of closing elements that are arranged and/or movable on afirst level, and in addition a plurality of closing elements that arearranged and/or movable on a second level. The first level and thesecond level are preferably arranged parallel to one another and/ororiented horizontally.

The closing elements that are arranged and/or movable on mutuallydifferent levels are preferably arranged succeeding one another and/oradjoining one another in a direction running perpendicularly to thelevels.

It may be provided for one or more closing elements, in particular allof the closing elements, to be arranged below one or more load-bearingpanels of the partitioning floor.

One or more, in particular all, of the closing elements preferablyproject at least in a closed position thereof laterally beyond the oneor more load-bearing panels, in particular into a penetration region, inparticular a penetration slot, that is formed between two mutuallyopposed load-bearing panels.

In the closed position, one or more, in particular all, of the closingelements preferably project beyond the one or more load-bearing panelsby at most approximately 70%, in particular at most approximately 50%,preferably at most approximately 40%, of their total surface area, inparticular at their upper side that is uppermost with respect to thedirection of gravity.

The one or more closing elements, in particular all of the closingelements, remain directly below the one or more load-bearing panels tothe extent of at least approximately 30%, preferably at leastapproximately 50%, for example at least approximately 60%, of theirtotal surface area, preferably in both the closed position and the openposition. As a result, in particular a supporting function of the one ormore closing elements, in particular all of the closing elements,against the one or more load-bearing panels may be produced.

The one or more closing elements, in particular all of the closingelements, are preferably person-accessible.

It may be favourable if one or more, in particular all, of the closingelements are supported and/or supportable against one another and/oragainst one or more load-bearing panels of the partitioning floor, inparticular in a closed position and/or in an open position thereof.

It may be provided for one or more, in particular all, of the closingelements to be movable, in particular linearly displaceable, in adirection that runs obliquely, in particular perpendicularly, to aconveying direction and/or in a direction that is at least approximatelyhorizontal.

The one or more, in particular all, of the closing elements are thusmovable out of a movement path of one or more receiving elements,preferably obliquely, in particular perpendicularly, to the conveyingdirection, in particular being slidable to the side by means of the oneor more receiving elements.

The one or more receiving elements engage in particular directly withthe one or more closing elements in order in particular to move oneclosing element after another and/or one closing element pair afteranother out of a closed position and into an open position and thus tobe able to move the one or more receiving elements along the penetrationregion, in particular the penetration slot.

It may be favourable if one or more closing elements, in particular allof the closing elements, are arranged to be rotatable, for examplefreely rotatable and/or rotatable about 360°, on a closing elementreceiving means of the partitioning floor.

The one or more, in particular all, of the closing elements take theform for example of closure panels.

It may be favourable if the one or more closing elements, in particularall of the closing elements, are linearly displaceable and preferably atthe same time rotatable as they are moved out of the closed positioninto the open position and/or out of the open position into the closedposition.

In one embodiment of the invention, it may be provided for the one ormore closing elements, in particular all of the closing elements,together to form a closure of the penetration region, in particular thepenetration slot, wherein the closure has less height than a maximumtransverse extent of the penetration region, in particular thepenetration slot, for example at most approximately 80%, preferably atmost approximately 50%, for example at most approximately 20%, of amaximum width of the penetration region, in particular the penetrationslot. As a result, it is preferably possible to create an optimisedtravel space below a person-accessible surface of the partitioningfloor, with the result that, in particular when the one or morereceiving elements are in a completely retracted condition, a vehicle isconfigured to travel below the partitioning floor even if there is noactuation of the closing elements.

One or more closing elements, in particular all of the closing elements,are preferably received by means of one or more closing elementreceiving means.

In particular, a separate closing element receiving means is associatedwith each closing element.

It may be favourable if the one or more, in particular all, of theclosing element receiving means are arranged, in particular movablyarranged, on a load-bearing structure of the partitioning floor.

It may be favourable if the partitioning floor comprises a restoringdevice by means of which the closing elements, and/or the closingelement receiving means together with the closing elements arrangedthereon, are movable, in particular after actuation thereof, from anopen position into the closed position.

The restoring device comprises in particular a restoring element thatcomprises or forms in particular one or more closing element receivingmeans.

Preferably, a restoring element is associated with each closing elementreceiving means, or a separate closing element receiving means isarranged on each restoring element.

Each restoring element is preferably arranged such that it is movable ona restoring element receptacle, in particular a separate restoringelement receptacle.

The restoring element receptacle is in particular fixed to aload-bearing structure of the partitioning floor.

It may be favourable if the restoring element is arranged such that itis displaceable, in particular linearly displaceable, on the respectiverestoring element receptacle.

For example, it may be provided for the restoring element to be arrangedresiliently on the respective restoring element receptacle by means of aspring device, in particular a pressure spring.

When the closing elements are actuated, the closing elements, togetherwith the closing element receiving means and/or the restoring elements,are thus moved, in opposition to the action of for example a springdevice, relative to the respective restoring element receptacle and thusrelative to the load-bearing structure.

By means of the restoring device, in particular by means of the springdevice, for example by means of the pressure spring, after disengagementof the respective receiving element the respective closing element,together with the closing element receiving means and/or the restoringelement, is then put back into the closed position.

For the purpose of restricting movement of the restoring element inrelation to the restoring element receptacle, there may be provided forexample an abutment element, which is arranged such that it isdisplaceable in particular in a guide opening and in so doing definestwo end positions of the restoring element in relation to the restoringelement receptacle and thus of the respective closing element inrelation to the penetration region, in particular the penetration slot.

Preferably, there is formed between a closure region, which is formed bymeans of the closing elements and which at least temporarily fillsand/or closes in particular the penetration region, for example thepenetration slot, a person-accessible region, in particular a part of aperson-accessible surface of the partitioning floor.

The further person-accessible surface of the partitioning floor, whichis formed in particular by one or more load-bearing panels, is arrangedvertically offset, preferably by at most approximately 200%, preferablyat most approximately 150%, of a maximum height of a closing element. Asa result of using particularly flat closing elements, for example with amaximum height of at most approximately 5 cm, for example at mostapproximately 2 cm, it is possible to create a person-accessible surfaceof the partitioning floor that is offset as little as possible and thushas little risk of injury to persons.

In one embodiment of the invention, it may be provided for thepartitioning floor to comprise one or more centring devices and/oropening devices that are arranged and/or formed on one or more closingelements.

By means of a centring device, it is possible for example toadditionally centre a receiving element and/or a vehicle comprising thereceiving element.

For this purpose, a centring device comprises for example two centringelements that are arranged in the penetration region and are formed inparticular with lead-in chamfers and can thus bring about centring inthe middle of the receiving element in the penetration region, inparticular in the penetration slot.

Preferably, an opening device can comprise one or more opening elements.

A lead-in chamfer of an opening device may be oriented in particularobliquely to the horizontal and/or obliquely to the vertical, and makeit possible for example to actuate one or more closing elements as aresult of moving one or more receiving elements in the verticaldirection.

By means of an opening device of this kind, it is possible in particularfor a vehicle that is arranged entirely below the partitioning floor andof which one or more receiving elements are likewise arranged entirelybelow all the closing elements to actuate one or more closing elementsfrom below the partitioning floor in order to move one or more receivingelements through the penetration region from below the partitioningfloor and to bring them into engagement for example with an objectarranged above the partitioning floor.

It may be advantageous if the conveying device comprises a stationconveying device by means of which the objects are conveyableindependently of the vehicles, wherein the station conveying device ispreferably integrated in a partitioning floor of the station.

The objects are conveyable by the station conveying device, preferablyindependently of the vehicles, from a discharge location to a processinglocation and/or to a receiving location and/or to further stationsand/or to a buffer region for buffering objects that are to be conveyed.

The station conveying device may be for example a roller track, arail-borne conveyor or a chain conveyor, or comprise a roller track, arail-borne conveyor and/or a chain conveyor.

In particular, rollers of the roller track, which are for exampleconfigured to be driven individually, are integrated into thepartitioning floor.

Further, it is possible in particular to integrate one or more rails ofa rail-borne conveyor into the partitioning floor.

It may be favourable if the conveying device has a plurality of vehiclesthat are stackable.

In particular, the conveying device comprises a plurality of vehicles ofidentical form that are stackable above one another and/or on oneanother.

For this purpose, the conveying device may comprise for example astacking device for stacking and/or unstacking a plurality of vehicles.

A stack of vehicles may be advantageous in particular for transportand/or housing them.

By means of the stacking device, it is possible in particular toseparate a plurality of vehicles stacked above one other, once they havebeen transported.

The stacking device may for example comprise a lifting unit by means ofwhich one or more vehicles are configured to be raised in relation to avehicle-accessible subsurface, in particular such that an upper side ofthe lifting unit onto which a vehicle has been rolled before it israised is flush with an upper side of a vehicle or of an intermediateelement (described below) such that the vehicle on the lifting unit canroll onto the further vehicle.

Here, the lifting unit comprises in particular a side wall that takes aform that is at least partly complementary with a side wall of thevehicles.

In particular, the vehicle-accessible surface of the lifting unit isadapted, at least on one side, to the shape of an upper side of thevehicles and/or the shape of intermediate elements, for the purpose ofstacking the vehicles.

Further, the use of one or more rack units may be provided, wherein thestacking device is preferably configured to put the vehicles into therack units, in particular into individual rack bays of the rack units.

The vehicles may be stacked for example directly on one another.

In particular if one or more receiving elements project out of a basebody of the respective vehicle, they may impede stacking of this kind,however.

For this reason, it may be favourable if one or more intermediateelements—in particular vehicle-accessible intermediate elements—areintroduced between two respective vehicles or are mounted on a vehiclebefore a further vehicle is arranged on this vehicle.

The one or more intermediate elements in particular provide a spacingbetween the base bodies of the vehicles that are to be stacked on oneanother in order to prevent a collision with one or more receivingelements.

Further, one or more intermediate elements may serve to anchor thevehicles to one another.

Further, it may be favourable if, by means of an intermediate element, acharge connection point is provided in order in particular also to beable to charge the energy stores of vehicles that are arranged on afurther vehicle and are thus not moveable directly over a chargeconnection point of a charging region.

In one embodiment of the invention, it is provided for the conveyingdevice to comprise one or more charging regions for charging an energystore of the at least one vehicle.

One or more charging regions are preferably arranged at one or morestations of the conveying device to which the objects are transportableby means of the at least one vehicle, and/or at which the objects aredischargeable and/or receivable.

One or more charging regions are further preferably arranged, inrelation to a conveying path of at least one vehicle, between twostations of the conveying device to which the objects are transportableby means of the at least one vehicle, and/or at which the objects aredischargeable and/or receivable.

It may be provided for one or more charging regions to be arranged in oron a conveying path of at least one vehicle. Here, a conveying path isin particular a path along which objects are conveyable by means of theat least one vehicle.

Preferably, a complete conveying path or complete route of each vehiclecomprises a conveying path along which one or more objects are conveyed,and a return conveying path along which the respective vehicle travelsin order to be brought, for example from an end station, at which anobject is finally discharged from the conveying device, back to astarting station, at which the objects first come into contact with theconveying device.

A return conveying path is in particular a path on which the vehicleshave no load.

It may be favourable if one or more charging regions are arranged in oron a path section that permanently or temporarily forms a section of aconveying path of one or more vehicles and a section of a returnconveying path of this or these vehicles or one or more other vehicles.

In particular, it may be provided for one or more charging regions to bearranged in or on a path section that alternately forms a section of aconveying path of one or more vehicles and a section of a returnconveying path of this or these vehicles or one or more other vehicles.

It may be favourable if one or more charging regions are arranged at amultidirectional conveying region at and/or through which one or morevehicles pass in different directions of travel.

It may be advantageous if one or more charging regions are arranged inor at a crossing region at which one or more conveying paths and/or oneor more return conveying paths of one or more vehicles cross.

By providing suitable locations for the charging regions, it is possiblein particular to minimise a line length between an energy source and therespective charging region.

One or more charging regions are preferably stationary charging regionsat which the at least one vehicle is stationary for the purpose ofcharging the energy store and/or during charging of the energy store.

In this arrangement, it may be provided for one or more charging regionsto be arranged such that they lie directly in the conveying path forexample with no possibility of bypassing it. One or more vehicles arethen configured to be brought into the one or more charging regions, inparticular without any deviation, and to be brought to a standstillthere for the purpose of charging the respective energy store. After thecharging procedure, the vehicle is put in motion again and once morefollows the conveying path.

As an alternative or in addition, however, it may also be provided forone or more charging regions to be arranged off the track of a (forexample) optimised or shortest conveying path. The at least one vehiclein that case briefly departs from the optimised and/or shortestconveying path in order to charge the respective energy store in the oneor more charging regions. After the charging procedure, the one or morevehicles then go back to the (for example) optimised or shortestconveying path.

In particular if there are relatively long intervals of time and/orspace between a plurality of vehicles that are conveyed along a commonconveying path, it is possible to provide a halt directly on theoptimised and/or shortest conveying path for the purpose of charging therespective energy store. As a result, a particularly compact embodimentof the conveying device may preferably be achieved.

In the case of vehicles that succeed one another at short intervals intime and/or space, on the other hand, removal of a vehicle that is to becharged from the predetermined (in particular optimised and/or shortest)conveying path may be advantageous in order not to block succeedingvehicle.

All the features above may also be provided in the case ofnon-stationary charging regions, that is to say mobile charging regions.In such mobile charging regions, in particular a speed that is slowerthan normal speed, or indeed normal speed itself, is in particularprovided as the speed of travel of the vehicle.

It may be favourable if one or more charging regions are mobile chargingregions past which the at least one vehicle is movable during chargingof the energy store, and/or through which the at least one vehicle ismovable during charging of the energy store.

It may be advantageous if a mobile charging regions comprises aplurality of charge connection points that are arranged such that theyare distributed in particular above a spatial region greater than thedimensions of the vehicle in the horizontal direction.

In particular, the charge connection points of a mobile charging regionare preferably arranged successively along a charging section, with theresult that the charge connection points of the mobile charging regionare preferably successively passed through, in particular travelledover, by a vehicle travelling along the charging section.

Preferably, it is only ever some of the charge connection points of themobile charging region that are covered by the vehicle as it moves alongthe charging section, or when it is located on the charging section.

It may be favourable if a supply of power and/or current at the chargeconnection points of the mobile charging region is controlled by meansof a control device and/or a higher-level control installation such thatit is only ever the charge connection points that are covered by avehicle that carry current and/or are live. The other charge connectionpoints, which are not covered by this or another vehicle, are thenpreferably disconnected and/or currentless. As a result, an undesiredrisk of electrocution of persons can preferably be avoided.

For determining which charge connection point or points is or arecovered by a vehicle, it is in particular possible to identify and/ormonitor the location of the respective vehicle, in which case the factof its or their being covered is for example reckoned.

As an alternative or in addition, it may be provided for one or morecharge connection points, in particular all of the charge connectionpoints, each to comprise one or more sensor devices that can determinein particular the presence of a vehicle at, in particular above, therespective charge connection point, wherein only if a vehicle isidentified by means of the one or more sensor devices is a currentand/or voltage applied, in particular activated, at the respectivecharge connection point for charging an energy store of the vehicle.

A sensor device of this kind may in particular be a contact device thatinteracts with a vehicle, in particular a corresponding mating contact,for example in order to detect the presence of the vehicle and/ordirectly or indirectly to close a circuit for the purpose of chargingthe energy store. For this purpose, the contact device is in particularan electrical and/or mechanical and/or electromagnetic contact deviceother than a charging contact of the charge connection points.

For the purpose of detecting the presence of a vehicle in a particularpart of a charging section, it is possible in particular to provide oneor more contact bars, in particular contact bars providing spatialresolution, for determining the location of the respective vehicle.

A charge connection point may be arranged for example below a vehicle,to the side of the vehicle and/or above the vehicle.

Preferably, the charge connection point is inaccessible to persons inthe normal mode of the vehicle and/or the conveying device.

It may be advantageous if the conveying device, in particular one ormore vehicles, for example all of the vehicles, each comprise anactivation device which is configured to temporarily activate, inparticular make live, one or more charge connection points of therespective vehicle and/or one or more charge connection points of therespective charging region, for the purpose of charging the respectiveenergy store. For example, it may be provided for contact regions to beactivated—in particular by pivoting out contact elements and/or slidingopen cover elements, etc.

In this context, an activation device is in particular actuated by aninteraction between the vehicle and the charging region.

It may be favourable if the activation device is directional, such thatin particular at least one charging region that is arranged in at leastone multidirectional conveying region can activate different contactregions for vehicles that are oriented in different directions. Inparticular, this preferably allows incorrect polarities to be avoided.

One or more charging regions may for example be arranged and/or formedat or in a penetration region of a partitioning floor of the conveyingdevice.

For example, it may be provided for one or more closing elements to formcontact elements of the charging region for the purpose of bringingcontact regions into contact at the vehicle—in particular one or morereceiving elements.

As an alternative or in addition, it may be provided for one or moreclosing elements to be actuation elements for actuating an activationdevice for the purpose of activating one or more contact regions of thevehicle.

It may be favourable if one or more charging regions are arranged and/orformed on an underside of a partitioning floor of a station of theconveying device.

The one or more charging regions are in that case configured to bebrought into contact in particular from below, with a charge connectionpoint of the vehicle that corresponds with the charge connection pointof the charging region preferably being arranged and/or formed on anupper side of the vehicle.

A charge connection point of the vehicle projects in particular frombelow against the partitioning floor of the conveying device, whereinthe energy store of the vehicle can be charged in particular when thevehicle is stationary. As an alternative, it is also possible for mobilecharging to be provided, in which the energy store of the vehicle ischarged while the vehicle is travelling into the station, through thestation and/or out of the station.

Preferably, the conveying device comprises a plurality of such stations.

It may be provided for one or more charging regions to be arranged on afloor on which the at least one vehicle is configured to move. The oneor more charging regions are arranged and/or formed in particulardirectly below a partitioning floor of a station of the conveyingdevice.

It may be favourable if one or more charging regions take the form of acharging bay into which one or more vehicles are configured to bebrought for the purpose of charging the respective energy store, inparticular in a deviation from a (for example optimised and/or shortest)conveying path and/or a (for example optimised and/or shortest) returnconveying path of the vehicle.

One or more charging bays are preferably holding regions for temporarilyhousing one or more vehicles.

As an alternative or in addition, it may be provided for one or morecharging bays to be maintenance regions for carrying out maintenancework on one or more vehicles.

A holding region is in particular a region in which the respectivevehicle waits for a subsequent job, or in which the vehicle is helduntil a previously allocated job is due.

In one embodiment, it may be provided for a holding region to beprovided for a plurality of vehicles, wherein the vehicles are inparticular configured to be arranged in particular in a row one behindthe other, in particular in a holding queue. The vehicles preferablyarrive at and leave the holding region in accordance with the FIFOprinciple (first in, first out).

It may be advantageous if there is arranged in the holding region acharging region, in particular a charge connection point on the energysource side, only in a front-most holding location of the holdingregion, in particular in relation to a main direction of travel of thevehicles in the holding region and/or in relation to a row in which aplurality of vehicles is configured to be arranged one behind the other.As a result, in particular it is always the one or more energy stores ofthe vehicle that is next to receive a job that is/are charged.

As an alternative or in addition, it may be provided for a plurality ofcharging regions, in particular a plurality of charge connection pointson the energy source side, to be arranged in the holding region, inparticular in a plurality of holding locations of the holding region.

For example, it is possible for a respective charging region, inparticular a respective charge connection point on the energy sourceside, to be arranged in a front-most holding location and in a rear-mostholding location of the holding region. As a result, in particular theenergy stores of the vehicles entering the holding region can becharged, with the result that a relatively long idle time in the holdingregion is possible for vehicles, and/or a shorter charging time isproducible in the front-most holding location.

For the purpose of conserving charge in the energy stores of thevehicles which are being held at holding points that do not serve as acharging region, it may be provided for the vehicle that is arranged inthe front-most holding location to leave the holding location after apredetermined idle time and to join the back of a row of waitingvehicles. The other vehicles then move up. As a result of this regularswapping, by and by all the waiting vehicles reach a charging region,with the result that the energy stores of all the waiting vehicles arechargeable regularly.

It may be favourable if a charging state of one or more energy stores ofthe vehicle is checked for example by the vehicle and/or by ahigher-level control installation before the vehicle is moved away froma charging region for the purpose of carrying out a job.

Further, in particular, it may be provided for the vehicle to startcarrying out the job only once the charging state of the one or moreenergy stores is sufficient for carrying out the job completely, andpreferably additionally for travel to a charging region after the job.

Optionally, moreover, a safety backup may be provided, for example suchthat carrying out the job only starts once the charging state is forexample at least 5%, in particular at least 10%, above the chargingstate required for carrying out the job completely, in absolute terms(in relation to the total capacity of the one or more energy stores) orin relative terms (in relation to the quantity of energy required forcarrying out the job).

In particular, a maintenance region is a region in which the maintenanceand/or servicing of one or more vehicles is carried by appropriatelytrained personnel.

In one embodiment of the invention, it may be provided for one or morecharging regions to be arranged at a discharge location of a stationand/or a receiving location of a station such that an energy store ofthe vehicle is chargeable in particular during a positioning procedurefor positioning a vehicle in relation to the station, in particular forthe transfer or taking on of an object.

The discharge location and receiving location are in particular regionsat which one or more objects are transferred from the vehicle to astation conveying device or from the station conveying device to thevehicle. Because for this purpose very precise positioning of thevehicle in relation to the station is required, the positioningprocedure can only be carried out a slower speed than a maximum speed ofthe vehicle, for example at less than approximately 0.5 m/s. The vehiclecovers correspondingly small sections of the route during thepositioning procedure, with the result that the energy store of thevehicle can be charged during the positioning procedure, for exampleusing sliding contacts, or by induction.

It may be advantageous if the conveying device extends on a plurality oflevels and comprises one or more charging regions that are arranged in ahandover device for handing over one or more vehicles from one level toanother level.

The handover device is in particular an elevator or other lifting devicefor handing over one or more vehicles from one level to another level.

In this case, the levels of the conveying device are in this casepreferably further levels of a treatment installation on which differentor indeed identical treatment procedures are carried out.

The handover device may in this case take a form in particular such thatone or more vehicles are configured to be handed over, at the same timeor only one after the other. In this case, on the one hand handover withone or more objects arranged on the one or more vehicles, or withoutobjects, may be provided for.

It may be advantageous if the conveying device comprises one or morecharging nodes that each comprise a plurality of charging regions forcharging a plurality of vehicles at the same time.

The charging regions of one or more charging nodes are preferablyarranged and/or formed such that a plurality of vehicles are chargeableat the charging regions in different orientations or in identicalorientations, i.e. parallel to one another.

One or more charging nodes are preferably arranged at points at which aplurality of conveying paths and/or return conveying paths cross and/oroverlap.

It may be advantageous if the conveying device comprises one or moresafety regions and one or more express regions, wherein the one or morevehicles are preferably configured to be put in the safety mode by meansof a control device in the one or more safety regions, and wherein theone or more vehicles are preferably configured to be put in the expressmode by means of the control device in the one or more express regions.

The safety region is in particular accessible to persons.

The express region is in particular a region that is at leasttemporarily inaccessible to persons. If one or more sensor devicesdetermine that persons are gaining or could gain access to the expressregion, this is detected and the safety mode is activated, preferablyautomatically, in the express region as well for all vehicles there.

The express region is in particular a region that is spatially separatedand/or blocked off from the safety region.

One or more express regions preferably comprise one or more returnconveying paths or return conveying path sections in which the one ormore vehicles have no load.

In particular, when the respective vehicle has no load, there are noobjects that are to be conveyed on it.

The at least one express region can thus in particular take a form thatis so flat that no object is receivable on the one or more vehicles whenthey are in the express region.

The express region is in particular adjusted to a height of the vehiclewith no objects arranged thereon.

It may be advantageous if one or more express regions and/or one or moresafety regions are connected to one another by means of one or morepassageways.

The one or more passageways are in particular openings through which oneor more vehicles can travel out of the express region and into thesafety region and/or out of the safety region and into the expressregion.

The one or more passageways preferably have, at least in certainregions, a shape that is at least approximately and/or at least incertain regions complementary with a shape of one or more vehicles.

As a result, in particular undesired access to the express region bypersons can be avoided.

It may be provided for one or more passageways to be arranged in or onone or more stations of the conveying device.

As an alternative or in addition, it may be provided for one or morepassageways to be formed by one or more stations of the conveyingdevice.

In this way, one or more stations preferably separate an express regionfrom a safety region.

For example, it may be provided here for one or more vehicles to conveyan object that is to be conveyed to a station and for example totransfer it to a station conveying device. The one or more vehicles arethen moved for example through the station and into the express region,and may be moved on in particular at an accelerated speed, in particularin order to take on further jobs.

The one or more objects arranged in the station are then, for example bymeans of a station conveying device and/or one or more other vehicles,removable—for example conveyable further—from the station in particularto one or more other stations and/or a buffer device for intermediatestorage of the objects.

It may be favourable if one or more express regions are formed by adouble floor that is person-accessible and/or vehicle-accessible.

In particular, it may be provided for the express region to be anintermediate space between a factory floor and an additional floor thatextends parallel to the factory floor.

A spacing between the factory floor and the additional floor ispreferably less than four times, preferably less than three times,preferably at most approximately twice, the height of a vehicle, inparticular the height of a base body of the vehicle.

Instead of a factory floor, it is also possible for there to be anothervehicle-accessible subsurface.

The region on the additional floor, or the region in which there is noadditional floor, is in particular a safety region.

The additional floor may be for example a partitioning floor or comprisea partitioning floor.

The conveying device preferably comprises a plurality of types ofstation, wherein of at least two types of station preferably a pluralityof respective stations are provided.

The vehicles are controllable by the control device, preferablydepending on the occupancy of stations of a respective type. Inparticular, preferably the feeding of objects to the stations may beselected depending on the respective occupancy of stations of arespective type.

In one embodiment of the invention, it may be provided for the objectsthat are to be conveyed to be conveyable by one or more vehicles in apredetermined order to and/or through a respective one of the stationsof different types. By means of a control device, preferably a singlestation of a respective type of station is selectable, in particular

-   a) depending on a current occupancy of the individual stations of a    respective type of station, and/or-   b) depending on the equipment of the individual stations of a    respective type of station, and/or-   c) depending on a configuration of the individual stations of a    respective type of station, and/or-   d) depending on a current maintenance condition or degree of    contamination of the individual stations of a respective type of    station.

The conveying device is suitable in particular as a constituent part ofa processing installation for processing objects, in particularworkpieces, for example vehicle bodies.

Thus, the present invention also relates to a processing installationfor processing objects.

The processing installation preferably comprises a conveying device, inparticular a conveying device according to the invention.

The processing installation according to the invention preferably hasindividual or a plurality of features and/or advantages described inconnection with the conveying device according to the invention and/orthe vehicle according to the invention.

It may be favourable if one or more stations of the conveying device,which are connected to one another by an industrial conveyingarrangement for the purpose of conveying objects by means of vehicles ofthe conveying device, are processing stations of the processinginstallation.

By means of one or more vehicles of the conveying device, preferablyobjects to be processed are thus configured to be fed to differentprocessing stations of the processing installation one after the other.

It may be favourable if the conveying device comprises a transfer regionat which one or more objects are transferable from a vehicle to astation conveying device or another type of receiving device.

The transfer region may in particular form a receiving location and/or adischarge location or be a constituent part thereof.

In a transfer location of the transfer region, the vehicle is preferablylocated such that, for example as a result of one or more receivingelements of the vehicle being retracted or lowered, an adapter deviceand/or the object are lowerable and/or depositable at a stationconveying device or another receiving device.

This preferably makes the adapter device and/or the object separablefrom the vehicle.

If a plurality of vehicles are to transfer a plurality of objects atrapid intervals in time, it may be advantageous if the vehicles are notmoved away from the transfer location in opposition to a direction inwhich they came in through an entry region, since otherwise the furthervehicles would have to be halted at a relatively great spacing from thetransfer region.

Preferably, at least one entry region of the transfer region throughwhich the vehicle can access a transfer location of the transfer deviceis spatially separated from at least one exit region of the transferregion through which the vehicle is configured to move away from thetransfer location.

As an alternative or in addition, it may be provided for a direction ofentry along which the vehicle is configured to enter the transfer regionto be transverse, in particular at least approximately perpendicular, toan exit direction along which the vehicle is configured to exit from thetransfer region.

The vehicle is in particular rotatable in the transfer location,preferably about its own vertical axis, in particular centre axis, forexample by two drive wheels turning in opposite directions.

The rotation is for example about at least approximately 90°, such thatthe vehicle can leave the transfer location preferably in an exitdirection that is oriented at least approximately perpendicularly to thedirection in which it came in.

It is then possible for a further vehicle to be moved through the entryregion and into the transfer location directly afterwards, preferablywith negligible idle time, in order ultimately to be able to feed afurther object to the station.

Further, the present invention relates to methods for processing and/orconveying objects.

Here, the objects are conveyed in particular by means of one or morevehicles, in particular vehicles according to the invention, and/or bymeans of a conveying device, in particular a conveying device accordingto the invention.

As an alternative or in addition, it may be provided for the objects tobe processed in and/or by means of a processing installation, inparticular a processing installation according to the invention.

The methods preferably have individual or a plurality of features and/oradvantages described in connection with the vehicle, the conveyingdevice and/or the processing installation.

It goes without saying that in principle all the features and/oradvantages of the vehicle, the adapter device, the conveying device, theprocessing installation and/or the methods are freely combinable withone another in order to obtain particular configurations of theinvention.

Further preferred features and/or advantages of the invention form thesubject matter of the description below and the representation in thedrawings of exemplary embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic perspective illustration of a first embodimentof a vehicle;

FIG. 2 shows a schematic horizontal section through the vehicle fromFIG. 1;

FIG. 3 shows a schematic plan view of an underside of the vehicle fromFIG. 1;

FIG. 4 shows a schematic vertical section through the vehicle from FIG.1, along the line 4-4 in FIG. 3;

FIG. 5 shows a schematic vertical section through the vehicle from FIG.1, along the line 5-5 in FIG. 3;

FIG. 6 shows a schematic vertical section through the vehicle from FIG.1, along the line 6-6 in FIG. 3;

FIG. 7 shows an enlarged illustration of the region VII in FIG. 6;

FIG. 7a shows a vertical section through an alternative embodiment of areceiving element of the vehicle;

FIG. 8 shows a schematic horizontal section through the vehicle fromFIG. 1, along the line 8-8 in FIG. 5;

FIG. 9 shows a schematic perspective illustration of an adapter devicethat is positionable on the vehicle from FIG. 1 and serves to receive anobject;

FIG. 10 shows a further schematic perspective illustration of theadapter device from FIG. 9;

FIG. 11 shows a schematic side view of the vehicle from FIG. 1, theadapter device from FIG. 9 and an object (partially illustrated) that isarranged thereon;

FIG. 12 shows a schematic side view of a stacking device for stackingand/or unstacking vehicles;

FIG. 13 shows a schematic illustration, corresponding to FIG. 12, of thestacking device, wherein a lifting unit of the stacking device isarranged in a raised position;

FIG. 14 shows a schematic perspective illustration of parts of aconveying device that is used in a processing installation;

FIG. 15 shows a schematic plan view of a front end of the conveyingdevice from FIG. 14, with the direction of view along the conveyingdirection;

FIG. 16 shows a schematic illustration, corresponding to FIG. 15, of analternative embodiment of a conveying device, in which an overheadconveyor is provided as the station conveying device, wherein theoverhead conveyor is arranged in a lowered position;

FIG. 17 shows a schematic illustration, corresponding to FIG. 16, of theconveying device from FIG. 16, wherein the overhead conveyor is arrangedin a raised position;

FIG. 18 shows a schematic illustration, corresponding to FIG. 15, of afurther alternative embodiment of a conveying device, in which a stationwith lifting tables for raising an object is provided;

FIG. 19 shows a schematic illustration of a partitioning floor of astation, by means of which a vehicle and an adapter device and, whereappropriate, an object arranged thereon are separated from one another,wherein the partitioning floor has a penetration region that takes theform of a penetration slot and is limited on both sides by obliquelyextending penetration edge regions;

FIG. 20 shows a schematic illustration, corresponding to FIG. 19, of analternative embodiment of the partitioning floor, in which substantiallyL-shaped penetration edge regions are provided;

FIG. 21 shows a schematic illustration, corresponding to FIG. 19, of afurther alternative embodiment of the partitioning floor, in which thepenetration region is closable by means of closing elements, wherein theclosing elements are for example flaps;

FIG. 22 shows a schematic illustration, corresponding to FIG. 19, of afurther alternative embodiment of a partitioning floor, in which thepenetration region is closable by means of closing elements taking theform of slats;

FIG. 23 shows a schematic illustration, corresponding to FIG. 22, of thepartitioning floor, the vehicle and the adapter device from FIG. 22,wherein one or more receiving elements of the vehicle are arranged in araised or extended position and thus the adapter device has been raisedfrom a station conveying device;

FIG. 24 shows a schematic illustration of the layout of a processinginstallation that has a plurality of processing stations and a pluralityof charging regions for charging the vehicles;

FIG. 25 shows a schematic illustration, corresponding to FIG. 24, of afurther level of the processing installation from FIG. 24;

FIG. 26 shows a schematic perspective illustration of an in particularalternative embodiment of a transfer region, wherein a vehicle transfersan adapter device and optionally an object (not illustrated) that isarranged on the adapter device to a station conveying device;

FIG. 27 shows an illustration, corresponding to FIG. 26, of the transferregion from FIG. 26, wherein the adapter device has been guided away bymeans of the station conveying device;

FIG. 28 shows an illustration, corresponding to FIG. 26, of the transferregion from FIG. 26, wherein the vehicle has rotated into a transverseorientation in order to leave the transfer region in an exit directionthat is oriented transversely to a direction in which it came in;

FIG. 29 shows a schematic plan view from above of a combinationcomprising a vehicle and an object arranged thereon, for the purpose ofillustrating functioning of the sensor devices, wherein for the sake ofsimplifying the explanation the vehicle, which is actually arrangedbelow the object, is also visible;

FIG. 30 shows a schematic side view of the combination comprising avehicle and an object arranged thereon, according to FIG. 29;

FIG. 31 shows a schematic perspective illustration of a partitioningfloor of a conveying device, wherein the partitioning floor has apenetration region that is closable by means of closing elements;

FIG. 32 shows a schematic vertical cross section through thepartitioning floor from FIG. 31;

FIG. 33 shows a schematic perspective illustration of the partitioningfloor from FIG. 31, with a view of an underside of the partitioningfloor; and

FIG. 34 shows a simplified circuit diagram for the purpose ofillustrating a charging procedure.

Like or functionally equivalent elements are provided with the samereference numerals in all the Figures.

DETAILED DESCRIPTION OF THE DRAWINGS

A first embodiment, illustrated in FIGS. 1 to 8, of a vehicle that isdesignated 100 as a whole is in particular a driverless transportvehicle for transporting objects 102 (in this regards, see for exampleFIG. 11).

As can be seen in particular from FIGS. 1 to 8, the vehicle 100comprises a substantially cuboid base body 104 that forms a structurefor bearing the vehicle 100.

Further, the vehicle 100 comprises a chassis 106 that comprises aplurality of support rollers 108, for example four, and a drive device110.

The support rollers 108 are arranged in particular in four cornerregions 112 of the vehicle 100, on an underside 114 of the vehicle 100.

The support rollers 108 are in particular partly recessed into the basebody 104 of the vehicle 100, with the result that the vehicle 100 has assmall an overall height as possible.

The support rollers 108 are in particular mounted to be freely rotatableabout 360°, about substantially vertical axes of rotation 116.

In particular, the support rollers 108 are non-driven wheels.

The drive device 110 comprises for example two drive elements 118 thattake the form for example of drive wheels 120.

There is preferably associated with each drive element 118 a drive motor122 of the drive device 110, such that the drive elements 118 aredrivable independently of one another.

The drive motors 122 and the drive elements 118 are preferably rigidlyconnected to one another by means of an axis element 124.

In this arrangement, the drive elements 118 are mounted to be rotatablein particular at mutually opposite ends of the axis element 124.

The axis element 124 is mounted to be rotatable or pivotal on the basebody 104 of the vehicle 100, by means of a bearing element 126 of thedrive device 110.

For this purpose, the bearing element 126 is substantially C-shaped inform and/or comprises a central part 128 and two limbs 130 that projectaway from the central part 128 in the same direction.

An end of a limb 130 that is remote from the central part 128 preferablyforms a bearing point 132 at which the bearing element 126 is mounted tobe rotatable or pivotal on the base body 104 of the vehicle 100.

The further limb 130 of the bearing element 126 preferably interactswith a spring element 134 such that the pivotal movement and/or rotarymovement of the bearing element 126 in relation to the bearing point132, in particular about a bearing axis 136 that is predetermined by thebearing point 132, is a spring-loaded movement.

The bearing axis 136 is in particular substantially parallel to a maindirection of travel 138 of the vehicle 100, this direction 138preferably being at the same time parallel to a horizontal longitudinalcentre axis 140 of the vehicle 100.

Provided in the central part 128 of the bearing element 126 is inparticular a pivotal connection 142 for connecting the bearing element126 to the axis element 124.

In particular, the axis element 124 is mounted to be pivotal on thebearing element 126 by means of the pivotal connection 142.

A pivot axis 144 about which the axis element 124 is pivotal in relationto the bearing element 126 is preferably parallel to the bearing axis136 and/or parallel to the longitudinal centre axis 140 and/or parallelto the main direction of travel 138.

Moreover, the pivot axis 144 is preferably arranged substantiallycentrally between the two drive elements 118 and/or substantiallycentrally between the two drive motors 122.

Because the pivot axis 144 and the bearing axis 136 are offset parallelto one another, rotating the bearing element 126 about the bearing axis136 can raise or lower the pivotal connection 142 and thus also the axiselement 124 together with the drive elements 118 arranged thereon.

As can be seen in particular from FIG. 4, as a result, in particular thedrive wheels 118 can be positioned such that they project out of thebase body 104 by different extents.

An actuation device 146 that is visible for example in FIG. 2 preferablyserves to adjust an orientation of rotation of the bearing element 126about the bearing axis 136. In particular, this can be done bydisplacing the spring element 134 or displacing a mating piece thatengages with the spring element 134.

Ultimately, the actuation device 146 can preferably be used to adjusthow far out of the base body 104 the drive elements 118 project.

Because the drive device 110, in particular the axis element 124 and thedrive elements 118, are arranged substantially centrally on the basebody 104 in relation to the longitudinal centre axis 140 of the vehicle100, the vehicle 100 can be manoeuvred particularly compactly. Inparticular, the vehicle 100 can be turned on the spot by driving thedrive elements 118 in different directions of rotation by means of therespective drive motor 122.

As can be seen in particular from FIG. 4, the drive elements 118 arerigidly connected to one another by means of the axis element 124, withthe result that a drive axis 148 formed thereby is substantially a rigidaxle.

The drive motors 122 of the vehicle 100 are preferably supplied withelectrical energy by an energy store 150 of the vehicle 100.

The energy store 150 comprises in particular a plurality of energystorage units 152, for example a plurality of supercapacitors 154.

The energy store 150 is chargeable by means of a charging device 156.

The charging device 156 comprises in particular a charging region 158that is arranged for example on a vehicle-accessible subsurface 160, inparticular a factory floor 162 (see in particular FIGS. 4 and 7). Thecharging region 158 comprises in particular a charge connection point164 that is secured for example to the vehicle-accessible subsurface160, for example being screwed in place.

A charge connection point 164 of the vehicle 100 that is couplable tothe charge connection point 164 of the charging region 158 is preferablyarranged on the vehicle, in particular on the underside 114 of thevehicle 100 (see for example FIG. 3).

The charge connection points 164 may for example have or form a slidingcontact arrangement. Other mechanical or contactless variants fortransfer are also conceivable. For example, an inductive transfer ofenergy may also be provided.

In an alternative embodiment (not illustrated) of the vehicle 100, oneor more additional charge connection points 164 may be arranged and/orformed for example in a side wall 166 of the vehicle 100, in particularof the base body 104.

For example, conventional plug connections may be provided forconnecting up a charge cable.

Further, as an alternative or in addition, a charge connection point 164of the vehicle 100 may be provided on one or more receiving elements(described below).

As can be seen in particular from FIGS. 1, 2, 7 and 8, the vehicle 100comprises a receiving device 168 by means of which one or more objects102 are receivable.

In particular, the receiving device 168 comprises one or more, forexample two, receiving elements 170 that project out of the base body104 of the vehicle 100 at an upper side 172 thereof.

The receiving elements 170 in particular take the form of a rod or pin.

Preferably, the receiving elements 170 take a form that, at least incertain regions and/or at least approximately, is cylindrical, forexample circle-cylindrical.

The receiving elements 170 preferably have a height HAE that correspondsat least approximately to a height HGK of the base body 104 of thevehicle 100.

Each receiving element 170 preferably comprises a shaft portion 173adjoined by a receiving portion 174.

The receiving portion 174 preferably tapers in the opposite direction tothat of gravity g—in cases where the vehicle 100 is on a horizontalplane and the upper side 172 of the base body 104 is oriented upwards.

As can be seen in particular from FIG. 7a , in an alternative embodimentof a receiving element 170 a lubricating device 175, which is forexample integrated, may be provided.

The lubricating device 175 is preferably integrated into the receivingelement 170, in particular into the shaft portion 173 and/or thereceiving portion 174, for example being arranged entirely inside theshaft portion 173 and/or the receiving portion 174.

Preferably, the lubricating device 175 comprises a reservoir 177 forreceiving lubricant, and a dispensing element 179 for the controllablesupply of lubricant from the reservoir 177 to an object that is to belubricated.

The object that is to be lubricated is in particular a part of a liftingdrive device 178 for raising and/or lowering the receiving element 170in relation to a foundation body 181 on or in which the receivingelement 170 is arranged, in particular being displaceably mounted.

For example, it may be provided for the receiving element 170 to bearranged such that it is displaceable on the foundation body 181 bymeans of a spindle element 183, in particular being extendable out ofthe foundation body 181 and/or retractable into the foundation body 181.

Preferably, the lubricating device 175 takes a form such that the objectthat is to be lubricated, in particular the spindle element 183, isconfigured to have lubricant applied to it, in particular in order toensure reliable lubrication thereof and thus a reliable liftingoperation of the receiving element 170.

For this purpose, the dispensing element 179 is in particulardemand-controlled and/or time-controlled, for example by means of atiming element. For example, it may be provided for the dispensingelement 179 to be activated automatically after a predetermined numberof lifting cycles of the receiving element 170, in order to ensureregular dispensing of lubricant to the object that is to be lubricated,in particular the spindle element 183.

The dispensing element 179 may in particular be a valve, which isarranged on an underside of the reservoir 177 and/or is directed towardsthe object that is to be lubricated, and which can be opened and closedas required (see FIG. 7a ).

The lubricating device 175, in particular the reservoir 177 and/or thedispensing element 179, is preferably accessible, for example fromabove, through the receiving portion 174 and/or by removing thereceiving portion 174, in particular for replacement and/or topping upwith further lubricant.

As can be seen in particular from FIGS. 4 and 6, the receiving elements170 are arranged such that their centre axes lie on a verticallongitudinal centre plane 176 of the vehicle 100.

In particular by means of a lifting drive device 178, the receivingelements 170 are movable, in particular are extendable upwards out ofthe base body 104 and are at least partly retractable again.

For this purpose, the lifting drive device 178 comprises in particular alifting drive motor 180 that is for example an electric motor and isdrivable using energy from the energy store 150.

Further, the lifting drive device 178 comprises a lifting drive element182, for example a lifting drive belt 184, by means of which thereceiving elements 170 are coupled to one another and moreover to thelifting drive motor 180.

The two receiving elements 170 are thus movable in particular jointly bymeans of the lifting drive motor 180.

Because the receiving elements 170 are preferably arranged along thelongitudinal centre axis 140 of the vehicle 100 on mutually oppositesides of the drive device 110, it is advantageous for the purpose ofpermanently coupling the two receiving elements 170 by means of thelifting drive element 182 if the lifting drive element 182 extends asfar as both the one and the other receiving element 170.

As can be seen in particular from FIG. 8, the lifting drive element 182,which takes the form for example of a lifting drive belt 184, is forthis purpose guided through the drive device 110.

In so doing, the lifting drive element 182 extends in particular throughan intermediate space 186 that is formed between the two limbs 130 ofthe bearing element 126.

In relation to the axis element 124 and/or the bearing element 126, itcan moreover be seen from FIG. 4 that the lifting drive element 182preferably also extends below the drive device 110.

Thus, the receiving elements 170 are mechanically coupled in aparticularly simple manner, as a result of which reliable actuationthereof is possible for the purpose of receiving one or more objects102.

Preferably, the vehicle 100 comprises one or more receiving sensors 188which are configured to detect whether an object 102 and/or an adapterdevice (described below) is arranged on the vehicle 100.

The receiving sensors 188 are in particular arranged along thelongitudinal centre axis 140 of the vehicle 100, in front of and behindone of the receiving elements 170 (see in particular FIGS. 1 and 2).

More detail is given about the detection method below, in connectionwith the description of the adapter device.

As can be seen in particular from FIG. 5, the vehicle 100 comprises oneor more sensor devices 190 that are arranged in particular in cornerregions 112 of the vehicle 100, in particular of the base body 104.

In particular, in each case exactly one sensor device 190 is provided attwo corner regions 112 that are diametrically opposite one another.

By means of the sensor devices 190, it is possible for an area 192surrounding the vehicle 100 to be monitored, in particular in order toenable an autonomous driving mode of the vehicle 100.

Moreover, there may be provided for example on an upper side 172 of thebase body 104 a barcode reader 194 by means of which for exampleinformation on an object 102 that is arranged or to be arranged on thevehicle 100 is detectable, in particular by scanning a barcode that isarranged for example on the object 102 and/or on the adapter device.

The base body 104 is preferably provided with a cover 196 on its upperside 172.

The cover 196 is in particular a plate that is placed on and lies on aplacement region 198 that runs peripherally in a closed ring and closessubstantially flush with the placement region 198.

This means that the cover 196 is preferably also positioned on the basebody 104 without any additional securing elements, in particular withoutenabling the cover 196 to be raised away by unauthorised persons withouttools.

The cover 196 is preferably transparent, for example transparentlytinted.

Thus, components of the vehicle 100 that are arranged within the basebody 104 are preferably identifiable through the cover 196.

The transparent form taken by the cover 196 may in particular have theeffect of warning off or inhibiting, to dissuade persons from steppingonto the upper side 172 of the base body 104. As a result, for examplesafety during operation of the vehicle 100 can be optimised.

Further, the vehicle 100 preferably comprises a warning device 200which, in the event that a disruptive object—such as a person on a drivepath—is detected by the sensor device 190, can emit a warning.

The warning device 200 is for example an acoustic warning device and/ora visual warning device by means of which accordingly an acousticwarning signal such as a warning sound or a warning announcement and/ora visual warning signal such as a flashing light is generated and can beemitted to the surrounding area.

For example, for the purpose of an acoustic warning one or more displayelements 202 of the vehicle 100 can generate a flashing warning signal.

The vehicle 100, in particular individual, a plurality or all of theabove-mentioned components, are preferably controllable by means of acontrol device 204 of the vehicle 100.

Here, the control device 204 can in particular act entirely autonomouslyor alternatively communicate with a higher-level control installation.

Objects 102 may be arranged for example directly on the vehicle 100, forexample on the receiving elements 170.

In particular for the purpose of arranging large and/or heavy objects102 such as vehicle bodies 206, the use of an adapter device 208 may onthe other hand be advantageous.

An adapter device 208 is illustrated by way of example in FIGS. 9 to 11.

The adapter device 208 comprises in particular a central element 210that connects two or more than two adapter elements 212 to one another.

The adapter elements 212 are adapted to the object 102 to be conveyed.For example, each adapter element 212 has respectively one, two or morethan two receiving pins 214 that project upwards for example in theopposite direction to that of gravity g and, for the purpose ofreceiving an object 102 that takes the form for example of a vehiclebody 206, engages with the underside thereof.

In respect of geometry, size, number and/or form of the receiving pins214, the adapter elements 212 are adapted to the objects 102 to beconveyed.

As can be seen in particular from FIG. 10, the adapter device 208 isprovided with two engagement regions 216, for example introductionopenings 218, in which the receiving elements 170, in particular thereceiving portions 174 of the receiving elements 170, can engage.

The introduction openings 218 in particular take a conically taperingform in order to make a stable connection between the adapter device 208and the receiving elements 170.

In the embodiment of the adapter device 208 illustrated in FIGS. 9 to11, the engagement regions 216, in particular the introduction openings218, are arranged in the adapter elements 212. However, it may also beprovided for them to be provided and/or formed in the central element210.

As can further be seen from FIGS. 9 and 10, the adapter device 208comprises a detection aid 220 that takes the form for example of apenetration opening. The detection aid 220 is arranged, in particularwith respect to a longitudinal direction of the adapter device 208, infront of or behind an engagement region 216, in particular anintroduction opening 218, in particular at the same spacing as thatbetween one or both receiving sensors 188 and a receiving element 170 ofthe vehicle 100.

Because only one detection aid 220 is provided, it is possible for thereceiving sensors 188 to monitor whether the adapter device 208 isarranged in a correct rotational orientation on the vehicle 100, sinceeither the detection aid 220 (that is to say, in the case of apenetration opening, the absence of an item arranged directly above thereceiving sensor 188) or alternatively the central element 210 isdetectable, depending on whether the adapter device 208 is arranged in adesired orientation on the vehicle 100 or not.

By means of the further receiving sensor 188 that is not associated withthe detection aid 220, it is preferably possible to monitor the presenceof an adapter element 212, as a result of which it is determinablewhether or not an adapter device 208 is arranged on the vehicle 100 atall.

It goes without saying that numerous further detection variants areconceivable, for example the use of contact-making sensors on thereceiving element 170, in particular the receiving portion 174, in orderto make a mechanical or electrical contact for the purpose of detectingand/or monitoring the adapter device 208.

The vehicle 100 is in particular a constituent part of a conveyingdevice 222.

The conveying device 222 comprises in particular a plurality of vehicles100 that are substantially identical in form.

The conveying device 222 is for example a constituent part of aprocessing installation 224, in particular an installation formanufacturing motor vehicles.

In particular if the conveying device 222 comprises numerous vehicles100 all of which are substantially floor-based, it may be advantageousto stack the vehicles 100 at least temporarily.

For this reason, the conveying device 222 preferably comprises astacking device 225 that is illustrated by way of example in FIGS. 12and 13.

The stacking device 225 in particular comprises a lifting unit 226 thatmakes it possible to raise one or more vehicles 100 to differentvertical levels.

For this purpose, the lifting unit 226 is arranged for example in arecess 228 and comprises for example a lifting floor 230, which ispreferably positionable substantially flush with a vehicle-accessiblesubsurface 160.

In this way, a vehicle 100 can drive in particular off thevehicle-accessible subsurface 160 and directly onto the lifting floor230 of the stacking device 225.

The vehicle 100 can then be raised in particular by means of the liftingunit 226.

A further vehicle 100, arranged in particular directly next to therecess 228 and/or directly next to the lifting unit 226, then forms thebase of a stack of a plurality of vehicles 100.

As can be seen in particular from FIG. 13, the vehicle 100 driven ontothe lifting floor 230 can, once it has been raised by the lifting unit226, be driven onto the vehicle 100 arranged next to it and thus bestacked on the other vehicle.

Depending on how far one or more receiving elements 170 project out ofthe upper side 172 of the base body 104 of the respective vehicle 100,these receiving elements 170 may be an obstacle to stacking.

For this reason, in one embodiment it may be advantageous if one or moreintermediate elements 232 are placed on the vehicle 100 that forms thebase of the stack of vehicles 100, in order to enable the furthervehicle 100 then to travel onto it.

The vehicles 100 that are stacked on one another are preferablyconnectable to one another by means of one or more safety devices (notillustrated). For example, the receiving elements 170 of the lowervehicle 100 could be extended in order to engage in correspondingengagement regions on an underside 114 of the upper vehicle 100 and thusfix the vehicles 100 in relation to one another.

It goes without saying that more than only two vehicles 100 arestackable on one another by means of the stacking device 225.

Moreover, a plurality of vehicles 100 that are stacked on one anotherare unstackable in the reverse order. This may be advantageous inparticular for transporting the vehicles 100 from a site where they aremanufactured to a site where they are used, in order to minimise thetransport area required for transport.

Preferably, the conveying device 222 comprises one or more stations 234to which the objects 102 are conveyable by means of a plurality ofvehicles 100.

The stations 234 are in particular processing stations 236 if theconveying device 222 is a constituent part of a processing installation224.

For example, there are arranged in the processing stations 236 one ormore robots 238 for treating a surface of the objects 102, in particularthe vehicle bodies 206.

As an alternative or in addition to robots 238, it is also possible forthe processing stations 236 to be provided for manual functions.

As can be seen in particular from FIGS. 14 and 15, a station 234preferably comprises a first location 240, which is in particular adischarge location 242 and serves to transfer an object 102 from avehicle 100 to a station conveying device 244.

The station conveying device 244 is in particular a roller track 245. Inaddition or as an alternative, a chain conveyor and/or a rail-borneconveyor may be provided.

The station 234 comprises, at the first location 240, in particular alifting device 246 by means of which the station conveying device 244 israisable and lowerable in order to raise the object 102 away from thevehicle 100.

As an alternative or in addition, it may be provided for the receivingelements 170 of the vehicle 100 to be lowered when the vehicle 100 isarranged at the first location 240, in order to deposit the object 102on the station conveying device 244 and thus to transfer it to thestation conveying device 244.

As can be seen in particular from FIG. 15, the station 234 in particularcomprises one or more partitioning floors 248 that are arranged above avehicle-accessible subsurface 160, in particular above a factory floor162, and below which the vehicle 100 can pass.

The object 102 is by contrast arranged above the partitioning floor 248.

The station conveying device 244 is in particular integrated into thepartitioning floor 248.

Thus, in the first location 240 in particular the partitioning floor 248can be raised or lowered by means of the lifting device 246 in order toraise the object 102 away from the vehicle 100.

The object 102 is conveyable through the processing station 236 inparticular in the conveying direction 250 by means of the stationconveying device 244.

In particular, the object 102 is conveyable from the first location 240,through a processing region 252 of the processing station 236, and to asecond location 254 of the station 234.

The second location 254 is in particular a receiving location 256 atwhich the object 102 is transferable from the station conveying device244 to a vehicle 100

-   -   that is to say the object 102 is receivable by the vehicle 100.

The second location 254 is also provided in particular with a liftingdevice 246 in order to raise and lower the partitioning floor 248, whichis also provided at the second location 254, in order ultimately totransfer the object 102 to the vehicle 100.

The three-part representation of the station 234 in FIGS. 14 and 15serves to provide a simplified illustration of the functionallydifferent locations. It goes without saying that, in a real embodimentof the conveying device 222, the station conveying device 244 isuninterrupted in form in order, also in reality, to convey the object102 from the first location 240 to the second location 254.

In the intermediate location 258 that is formed between the firstlocation 240 and the second location 254 by the processing region 252,the vehicle body 206 is processable, in particular treatable.

In particular, a surface treatment, sealing of seams and/or inspectionof the object 102 may be carried out by means of one or more robots 238and/or by means of manual processing.

In particular if it is possible for contamination to occur in theprocessing region 252, it may be advantageous if the partitioning floor248 takes a closed form, at least in the processing region 252. Thus,the partitioning floor 248 comprises a closed section 260 that extendsalong the conveying direction 250, in particular over an entire lengthof the processing region 252.

At the first location 240 and/or the second location 254, thepartitioning floor 248 preferably has a penetration region 262 thattakes the form in particular of a penetration slot 264 and extends alongthe conveying direction 250.

In particular, one or more receiving elements 170 of the vehicle 100 canproject through this penetration region 262, in order to position theobject 102 above the partitioning floor 248 while the vehicle 100 isbeing moved below the partitioning floor 248.

In particular when the receiving elements 170 are retracted, the vehicle100 may also pass through below the closed section 260 of thepartitioning floor 248 without risking collision with the partitioningfloor 248.

For this purpose, the partitioning floor 248 has in particular anelevated portion that is for example triangular in cross section andextends along the conveying direction 250, and thus provides a freespace for the receiving elements 170 below the partitioning floor 248.

The region below the partitioning floor 248 is in particular a travelspace 266 that is not accessible to persons.

Thus, there is no danger from the vehicles 100 in this travel space 266,so the vehicles 100 are configured for example to travel at relativelyhigh speed.

The region below the partitioning floor 248 may thus in particular be anexpress region 268, in which the vehicles 100 are operable in an expressmode.

Outside the station 234, in particular when there are persons in thearea surrounding a vehicle 100 with no spatial separation therefrom,this vehicle 100 is preferably operable in a safety mode. The regionoutside the express region 268 is thus in particular a safety region270.

As can further be seen from FIGS. 14 and 15, the adapter device 208 mayalso take the form of a skid, in particular in order to enable simpleconveying of the object 102 on a station conveying device 244 that takesthe form of a roller track 245.

One or more engagement regions 216, in particular the introductionopening 218, are then preferably arranged and/or formed on a crossstrut, or a central element arranged on cross struts, of the adapterdevice 208 that takes the form of a skid.

With a view to efficient utilisation of the vehicles 100 in theconveying device 222, it may be advantageous if, for the purpose ofconveying an object 102, the vehicle 100 is not permanently associatedwith the same object 102.

For example, utilisation of the vehicle may be optimised in that anobject 102 that is to be conveyed by a vehicle 100 and is at the firstlocation 240 of a station 234 is transferred to the station conveyingdevice 244. An object 102 which has previously been transferred to thestation conveying device 244 and which has already been processed in theprocessing station 236 and conveyed to the second location 254 by meansof the station conveying device 244 can now be received and transportedfurther by this vehicle 100.

In this way, the vehicle 100 preferably skips at least one cycle whenconveying the objects 102 through the station 234.

An alternative embodiment of a station 234 that is illustrated in FIGS.16 and 17 differs from the embodiment illustrated in FIGS. 14 and 15substantially in that, in the processing region 252, the objects 102 donot remain on the station conveying device 244 that takes the form of aroller track 245. Rather, a lifting installation 272 is provided forraising the objects 102 from the station conveying device 244 and/or theadapter device 208.

In particular, the lifting installation 272 is an overhead conveyorand/or an electric overhead track, or it enables raising of the object102 at least in a manner that is stationary in the horizontal direction.

By means of the lifting installation 272, in particular an underside ofthe object 102 may be made accessible to robots 238 and/or for manualprocessing, for example in order to apply an underbody protection orseam sealing to an underside of the object 102, in particular a vehiclebody 206.

Otherwise, the embodiment of the station 234 that is illustrated inFIGS. 16 and 17 corresponds, as regards its structure and functioning,to the embodiment illustrated in FIGS. 14 and 15, so in this respectreference is made to the description thereof above.

In the conveying device 222, one or more stations 234 according to theembodiment illustrated in FIGS. 14 and 15 may likewise be providedaccording to the embodiment illustrated in FIGS. 16 and 17, inparticular in order to carry out different processing steps on theobject 102.

A further alternative embodiment of a station 234, illustrated in FIG.18, differs from the embodiment illustrated in FIGS. 16 and 17substantially in that the lifting installation 272 takes the form oflifting tables 274 arranged on both sides of the station conveyingdevice 244.

This too allows objects 102 to be brought to different vertical levelsin order to carry out different processing steps on the object 102.

Otherwise, the alternative embodiment of the station 234 that isillustrated in FIG. 18 corresponds, as regards its structure andfunctioning, to the embodiment illustrated in FIGS. 16 and 17, so inthis respect reference is made to the description thereof above.

The embodiment of a station 234 that is illustrated in FIG. 18 may alsobe provided once or multiple times in a conveying device 222, forexample as an alternative or in addition to one or more of theembodiments according to FIGS. 14 and 15 and/or as an alternative or inaddition to one or more of the embodiments according to FIGS. 16 and 17.

In FIGS. 19 to 23, different variants of the partitioning floor 248 andthe penetration region 262 are illustrated on a larger scale in order toclarify its function and variants thereof.

Each of the embodiments illustrated in FIGS. 19 to 23 of thepartitioning floor 248 and/or the penetration region 262 may inprinciple be provided in any conceivable station 234, in particular anyof the embodiments described above and/or illustrated in FIGS. 14 to 18.

An embodiment of the partitioning floor 248 that is illustrated in FIG.19 corresponds substantially to the embodiment illustrated in FIGS. 14to 18, wherein the penetration region 262 is completely open, and inparticular a closed section 260 is not provided.

For the purpose of minimising contamination of the vehicle 100 below thepartitioning floor 248, it may for example be provided for the centralelement 210 of the adapter device 208 to have a width, transversely tothe conveying direction 250, that is greater than a width of thepenetration slot 264.

By means of the central element 210, the penetration slot 264 may thuspreferably be at least partly covered.

The two regions of the partitioning floor 248 that delimit thepenetration region 262 are designated penetration edge regions 276below, and in the embodiment illustrated in FIG. 19 they are for exampleoriented obliquely in relation to the direction of gravity g. Thepenetration edge regions 276 extend obliquely upwards, in particularfrom the partitioning floor 248. As a result, in particular it ispossible to prevent objects from falling or rolling into the penetrationslot 264 in undesired manner. Moreover, as a result of a suitableconfiguration of the penetration edge regions 276, a risk to personspotentially posed by the penetration slot 264 can be minimised.

In particular, the penetration edge regions 276 are a constituent partof the elevated portion formed in the partitioning floor 248 in order toprovide room for the receiving elements 170 to move.

As can be seen in dashed lines in FIG. 19, in one embodiment of thevehicle 100 and/or the conveying device 222, a charging device 156 forcharging an energy store 150 of the vehicle 100 may, as an alternativeor in addition to the embodiments already described and/or illustrated,also be formed such that in the region of one or more receiving elements170 there is a transfer of energy from a charging region 158 to thevehicle 100.

For this purpose, a receiving element 170 is provided for example withone or more contact regions 278 that form a charge connection point 164of the vehicle 100.

A charge connection point 164 that is to be brought into engagementherewith is for example formed by one or more contact elements 280,which are in particular arranged on the partitioning floor 248 andproject in the direction of the receiving element 170, in particulartowards the contact regions 278.

In particular, the contact elements 280 form sliding contacts thatenable an in-contact transfer of energy from the charging region 158 tothe vehicle 100.

In particular for optimised control of the charging procedure, it isfurther possible to provide a control contact arrangement 282. As analternative or in addition, it is possible for the transfer ofinformation that is required for optimisation of the charging procedureto be carried out wirelessly, for example over a WLAN.

A further embodiment of the partitioning floor 248, illustrated in FIG.20, differs from the embodiment illustrated in FIG. 19 substantially inthat the penetration edge regions 276 project substantially parallel toone another and/or substantially perpendicularly upwards from thepartitioning floor 248 and are thus substantially L-shaped.

Otherwise, the embodiment of the partitioning floor 248 that isillustrated in FIG. 20 corresponds, as regards its structure andfunctioning, to the embodiment illustrated in FIG. 19, so in thisrespect reference is made to the description thereof above.

An embodiment of a partitioning floor 248 that is illustrated in FIG. 21differs from the embodiment illustrated in FIG. 20 substantially in thatthe penetration edge regions 276 are arranged and/or formed to bepivotal on the partitioning floor 248.

In this way, the penetration edge region 276 comprises in particular oneor more closing elements 284 that are preferably arranged to be pivotalon the partitioning floor 248 and make it possible to close off thepenetration region 262, in particular the penetration slot 264.

Preferably, the closing elements 284 are spring-loaded and/or arrangedand/or formed such that they automatically come to a closed positionthat is for example substantially horizontal, without being actuated, asa result of gravity.

When a vehicle 100 is guided below the partitioning floor 248, it ispossible, depending on an extended position of the receiving elements170, for the closing elements 248 to open by being pressed open by thereceiving elements 170, in particular being raised. As soon as thereceiving element 170 or elements 170 has passed the individual closingelements 248, these preferably automatically go back into the closedposition.

Preferably, numerous closing elements 248 are arranged one behind theother along the conveying direction 250 and are mutually independentlyactuable.

In this way, preferably it is only ever the closing elements 248 withwhich a receiving element 170 is currently in engagement and/or at whichit is arranged that are in the open position.

Otherwise, the embodiment of the partitioning floor 248 that isillustrated in FIG. 21 corresponds, as regards its structure andfunctioning, to the embodiment illustrated in FIG. 20, so in thisrespect reference is made to the description thereof above.

An alternative embodiment of a partitioning floor 248, illustrated inFIG. 22, differs from the embodiment illustrated in FIG. 21substantially in that the closing elements 248 take the form for exampleof slats and are in particular deflectable in a horizontal direction inorder to clear the penetration region 262 temporarily for the purpose ofguiding through one or more receiving elements 170.

In this case, the closing elements 248—and in principle this is alsotrue of the closing elements 248 according to FIG. 21—can form orcomprise one or more contact elements 280, with the result that energyfor charging the energy store 150 of the vehicle 100 is transferable bymeans of the closing elements 248.

Depending on the location of the receiving element 170 and/or dependingon a form taken by the receiving element 170, different regions may beavailable for engagement with the closing elements 248 and/or thecontact elements 280.

As can be seen in particular from FIGS. 22 and 23, it may be providedfor the receiving elements 170 each to comprise and/or to be arranged ina receiving cylinder 286 that already projects above the base body 104of the vehicle 100.

Movable parts of the receiving elements 170, or the whole of thereceiving elements 170, are movable in particular in relation to thebase body 104 and/or the respective receiving cylinder 286, inparticular being extendable therefrom and/or retractable therein.

The receiving cylinder 286 may for example take a form such that italways projects through the penetration region 262, in particularthrough the penetration slot 264. By putting the receiving elements 170in different locations—in particular as a result of movable partsextending out of the receiving cylinder 286 by differing amounts—it isthen possible for example for an adapter device 208, together with anobject 102 that may be arranged thereon, to be lowered (see FIG. 22) orraised (see FIG. 23).

Otherwise, the embodiment of the partitioning floor 248 that isillustrated in FIGS. 22 and 23 corresponds, as regards its structure andfunctioning, to the embodiment illustrated in FIG. 21, so in thisrespect reference is made to the description thereof above.

FIGS. 24 and 25 illustrate schematically an example of a layout of aprocessing installation 224.

Here, the processing installation 224 comprises numerous stations 234,which are in particular processing stations 236 for processing and/orinspection of objects 102, in particular vehicle bodies 206.

Here, FIGS. 24 and 25 show two different levels 288 of the sameprocessing installation 224, so both FIGS. 24 and 25 are to beconsidered together with respect to the following description.

The processing installation 224 comprises in particular one or morehandover devices 290 which are configured to bring objects 102 that areto be conveyed to the respective level 288.

The handover devices 290 are in particular elevators or other liftingdevices.

The processing installation 224 comprises in particular a conveyingdevice 222 according to one of the embodiments described above, and thusin particular a plurality of vehicles 100 for conveying objects 102.

For the sake of better clarity, the objects 102 and the vehicles 100 arenot illustrated in FIGS. 24 and 25. Rather, in these Figures, conveyingpaths 292 and return conveying paths 294 along which the vehicles 100are movable are illustrated.

Objects 102 are conveyable along the conveying paths 292.

Only the vehicles 100, with no objects 102 arranged thereon, are movablealong the return conveying paths 294, in particular in order to move thevehicles 100 out of an end position of a processing section of theprocessing installation 224 and back into a starting location. Thestations 234 are illustrated as rectangles, and are provided withletters indicating an exemplary conveying order. In particular, theobjects are configured to be fed one after the other, by means of thevehicles 100, to the following stations 234:

For example, from a sorting store 296 the objects 102 are compulsorilyfed one after the other, by means of one or more vehicles 100, to thestations A, B, C and D (see FIG. 25).

The stations E and F are optional, and may be selectively omitted orindeed passed through multiple times, in particular in different orders.

Thereafter, the objects 102 are conveyed to a handover device 290, whichhands them over to the level 288 illustrated in FIG. 24.

The objects 102 are then compulsorily fed to the stations H, J, K, L, O,Q and R, before the objects 102 are handed back to the level 288illustrated in FIG. 25 by means of a further handover device 290. There,they are then fed to the stations S and finally, by way of a furtherhandover device 290, to a level 288 (not illustrated) for furtherprocessing.

Optionally, one or more stations G are configured to be passed throughupstream of the stations H.

If the stations L are bypassed, it is possible in particular to providea station M.

Further, stations N and/or P are provided for optionally bypassing thestations O.

In a first variant layout, the following may be provided:

In particular, most or all of the stations 234 on the level 288illustrated in FIG. 24 are manual stations, or workstations, at whichthe objects 102 are processed by persons. Thus, persons must, preferablypermanently, have access to the stations 234, for which reason thevehicles 100 on the level 288 illustrated in FIG. 24 are in the safetymode preferably for the majority, in particular for at leastapproximately 90%, for example for at least approximately 95%, of thetime during which they are used and/or of their route.

In particular, the following stations 234 thus are or comprise manualstations or workstations:

G, H, J, K, L, M, N, O, P, Q, R.

However, it is also possible for individual or a plurality of thesestations to take the form of automatic stations or workstations at whichthe objects 102 are processed by robots 238 or other machines.

In particular, most or all of the stations 234 on the level 288illustrated in FIG. 25 are automatic stations or workstations at whichthe objects 102 are processed by robots 238 or other machines. Thus,preferably persons need only have access to the stations 234temporarily, for maintenance or inspection purposes. The vehicles 100 onthe level 288 illustrated in FIG. 25 may therefore be in the expressmode preferably for the majority, in particular for at leastapproximately 90%, for example for at least approximately 95%, of thetime during which they are used in the condition with no load and/or inthe loaded condition.

Further, the vehicles 100 on the level 288 illustrated in FIG. 25 may bein the express mode preferably for the majority, in particular for atleast approximately 90%, for example for at least approximately 95%, oftheir route in the condition with no load and/or in the loadedcondition.

In particular, the following stations 234 thus are or comprise automaticstations or workstations:

A, B, C, D, E, F, S.

However, it is also possible for individual or a plurality of thesestations to take the form of manual stations or workstations at whichthe objects 102 are processed by persons.

In a second variant layout, by contrast, the following may be provided:

In particular, most or all of the stations 234 on the level 288illustrated in FIG. 25 are manual stations, or workstations, at whichthe objects 102 are processed by persons. Thus, persons must, preferablypermanently, have access to the stations 234, for which reason thevehicles 100 on the level 288 illustrated in FIG. 25 are in the safetymode preferably for the majority, in particular for at leastapproximately 90%, for example for at least approximately 95%, of thetime during which they are used and/or of their route.

In particular, the following stations 234 thus are or comprise automaticstations or workstations:

A, B, C, D, E, F, S.

However, it is also possible for individual or a plurality of thesestations to take the form of automatic stations or workstations at whichthe objects 102 are processed by robots 238 or other machines.

In particular, most or all of the stations 234 on the level 288illustrated in FIG. 24 are automatic stations or workstations at whichthe objects 102 are processed by robots 238 or other machines. Thus,preferably persons need only have access to the stations 234temporarily, for maintenance or inspection purposes. The vehicles 100 onthe level 288 illustrated in FIG. 24 may therefore be in the expressmode preferably for the majority, in particular for at leastapproximately 90%, for example for at least approximately 95%, of thetime during which they are used in the condition with no load and/or inthe loaded condition.

Further, the vehicles 100 on the level 288 illustrated in FIG. 24 may bein the express mode preferably for the majority, in particular for atleast approximately 90%, for example for at least approximately 95%, oftheir route in the condition with no load and/or in the loadedcondition.

In particular, the following stations 234 thus are or comprise manualstations or workstations:

G, H, J, K, L, M, N, O, P, Q, R.

However, it is also possible for individual or a plurality of thesestations to take the form of manual stations or workstations at whichthe objects 102 are processed by persons.

The objects 102 are configured to be handed to and fro between thelevels 288, wherein the vehicles 100 preferably remain on the same level288 in each case.

However, it is also possible to provide for conveying the objects 102such that the vehicles 100 are handed to and fro between the levels 288together with the vehicles 102.

For optimum operation of the conveying device 222 for the purpose ofconveying objects 102, numerous charging regions 158 are required.

All of the charging regions 158 are illustrated by circles in FIGS. 24and 25. In particular, preferably all of the blank or hatched circles inFIGS. 24 and 25 are charging regions 158.

In particular if the energy storage units 150 of the vehicles 100comprise supercapacitors 154 rather than lithium-ion accumulators 155,it must be possible to recharge the energy store 150 of a respectivevehicle 100 at relatively short intervals in time and/or space. Chargingregions 158 are thus in particular arranged in each case at a station234, preferably a discharge location 242 of a respective station 234.These charging regions 158 are preferably stationary charging regions298.

In this case, the vehicles 100 are stationary in particular duringtransfer of the objects 102 to the respective station 234, with theresult that it is possible to utilise the fact that the vehicle 100 ishalted, which is in any case necessary for transfer, for a chargingprocedure.

As an alternative or in addition, it is also possible to provide acharging region 158 at the point of transfer to a receiving location 256of a respective station 234.

Depending on a total length of the conveying path 292 and/or the returnconveying path 294, it is also possible, instead of and/or in additionto charging regions 158 that are associated with the stations 234, toprovide charging regions 158 that are arranged on the conveying paths292 and/or the return conveying paths 294.

In this case, the charging regions 158 may in particular be arranged onthe optimum and/or shortest path that, in FIGS. 24 and 25, isillustrated as the conveying path 292 and the return conveying path 294.The vehicles 100 then halt in order to be charged, without anydeviation.

As an alternative, it may be provided for the vehicles 100 to be chargedduring travel. In that case, the charging regions 158 are in particularmobile charging regions 300.

Further, it may be provided, for the purpose of charging the respectiveenergy store 150, for the vehicles 100 to deviate temporarily from anoptimum and/or shortest conveying path 292 and/or return conveying path294 and for example to be moved into a charging bay 302. After charging,the vehicles 100 then return, preferably on the optimum and/or shortestconveying path 292 and/or the optimum and/or shortest return conveyingpath 294.

A charging bay 302 may in particular be a holding region 304 in whichvehicles 100 can halt not only for the purpose of charging the energystore 150 but also in cases when the vehicles 100 are not used at 100%capacity and it is thus necessary to wait for the span of an idle timeuntil the next conveying job.

Further, the charging bay 302 and/or the holding region 304 may be amaintenance region 306 in which one or more vehicles 100 are maintainedor serviced manually and/or automatically. For example, repairs or otherwork may be performed on the vehicle 100 in a maintenance region 306.

Preferably, the charging regions 158 are arranged such that as manyconveying paths 292 and/or return conveying paths 294 as possible arecovered using line lengths that are as short as possible and as fewcharging regions 158 as possible.

For this purpose, one or more charging regions 158 are arranged forexample at a charging node 308 and/or a multidirectional conveyingregion 310.

A charging node 308 is in particular a region in which a plurality ofcharging regions 158 are provided for charging a plurality of vehicles100 at the same time. As a result of this, in particular the linelengths for supplying electrical energy to the charging regions 158 canbe shortened.

The fact that one or more charging regions 158 are arranged in amultidirectional conveying region 310 makes it possible in particular tomake optimum use of the one or more charging regions 158, since inmultidirectional conveying regions 310 one or more vehicles 100 can passthrough and/or travel over the one or more charging regions 158, oneafter the other or at the same time, in different directions of travel.This allows time-consuming orientation of the vehicles 100 to bedispensed with.

The one or more charging regions 158 that are arranged in themultidirectional conveying region 310 are thus configured to be visitedmore frequently and can be utilised for charging more vehicles 100 in ashorter period.

As multidirectional conveying regions 310 there may be provided inparticular mutually overlapping and/or crossing conveying paths 292and/or return conveying paths 294.

With a view to optimised conveying speed, the conveying device 222 maypreferably be divided up into different regions.

In this case, a safety region 270 is in particular the region in whichthe vehicles 100, together with objects 102 arranged thereon ifapplicable, are accessible to persons, so the persons have to beparticularly protected.

For this purpose, the vehicles 100 have a predetermined maximum speedand additional safety measures to ensure protection of persons and atthe same time to protect the objects 102 that are to be conveyed fromdamage.

In addition to the safety region 270, an express region 268 may beprovided.

In particular, the express region 268 is a region that is spatiallyseparated from the safety region 270 and is at least temporarily notaccessible to persons.

In particular, one or more return conveying paths 294 preferably takethe form of express regions 268, so that the vehicles 100 are movable ata higher speed than the maximum speed in the safety region 270, forexample from an end position of a processing section back to a startinglocation.

As a result, the vehicles 100 are available for a new conveyingprocedure more quickly, so the efficiency of the conveying device 222can be increased.

The vehicles 100 are in particular configured to pass through one ormore passageways 312 in one or more partitioning devices, in particularpartitioning walls, for the purpose of partitioning the express region268 from the safety region 270.

Here, the shape of the passageways 312 is in particular adapted to anexternal contour of the vehicle 100, as a result of which it ispreferably possible, without a closing mechanism for closing thepassageway 312, to ensure that persons do not gain access to the expressregion 268 without authorisation and so put themselves in danger.

If, despite these precautionary measures, a person still gains access tothe express region 268, it is preferably possible to detect suchpenetration into the express region 268 by means of sensor devices (notillustrated). In that case, the vehicles 100 that are in the expressregion 268 or are entering it are preferably not put in an express modebut remain in the safety mode that they are in when they are in thesafety region 270.

The variants of the layout of the stations 234, and of the arrangementand/or form of the charging regions 158, that are illustrated in FIGS.24 and 25 are merely exemplary and may be used in any desiredcombinations with the other embodiments that are described and/orillustrated of other stations 234 and/or other charging regions 158.

FIGS. 26 to 28 illustrate an embodiment of a transfer region 400 thatserves for example to transfer objects 102 (not illustrated in theseFigures but arrangeable on the adapter device 208) from a vehicle 100 toa station conveying device 244. Further, a transfer region 400 of thiskind can serve to transfer objects 102 from a station conveying device244 to a vehicle 100. In that case, the directions of movement and/ormethod sequences that are described below are adapted appropriatelyand/or reversed.

The transfer region 400 may in particular form a receiving location 256and/or a discharge location 242, or be a constituent part thereof. Forthis reason, as regards basic functioning and possible uses, referenceis made to the statements thereon above, in particular in relation tothe description of FIGS. 14 and 15.

As can be seen from FIG. 26, an adapter device 208 on which an object102 is optionally arranged is transported to the transfer region 400 bymeans of a vehicle 100. The vehicle 100 travels in particular through anentry region 402 and into a transfer location 404.

In the transfer location 404, the vehicle 100 is brought to a standstilland is then positioned such that the adapter device 208 and/or theobject 102 are lowerable, for example by retracting the receivingelements 170, and depositable on a station conveying device 244.

In this way, the adapter device 208 and/or the object 102 are separatedfrom the vehicle 100.

By means of the station conveying device 244, the adapter device 208and/or the object 102 can be moved out of the transfer region 400 and inparticular fed to the station 234.

For this purpose, the station conveying device 244 takes the form forexample of a roller track so that in particular an adapter device 208taking the form of a skid or comprising a skid can be fed to the station234 in a simple manner.

One or more conveying elements 406, in particular a plurality ofrollers, are preferably arranged on load-bearing elements 408 of thestation conveying device 244. The load-bearing elements 408 arearranged—for example being screwed in place—in particular on a floor onwhich the vehicles 100 are preferably moved.

The load-bearing elements 408 are in particular supports or pillars thatproject upwards from the floor, such that the adapter device 208,together with an object 102 arranged thereon, are for example receivableand conveyable on a level above a movement path of the vehicles 100.

Preferably, a plurality of load-bearing elements 408 are arranged at aplurality of sides of the transfer location 404.

It may be favourable if a plurality of load-bearing elements 408 arearranged spaced from one another so that in particular the entry region402 is formed between two load-bearing elements 408.

Further, preferably at least one exit region 410 is formed between two,in particular two further, mutually spaced load-bearing elements 408.

It may be favourable if two exit regions 410 are arranged and/or formedon mutually opposite sides of the transfer location 404.

Arranged on a side of the transfer location 404 opposite the entryregion 402, there is preferably a station 234 or at least a section ofthe station conveying device 244 that leads to the station 234.

As can be seen from FIGS. 26 to 28, the vehicle 100 is preferablyconfigured to move through the entry region 402 and into the transferlocation 404 along an entry direction 412.

Preferably, the entry direction 412 is oriented at least approximatelyparallel to a conveying direction 250 of the station conveying device244.

If a plurality of vehicles 100 are to feed a plurality of objects 102 tothe station 234 at rapid intervals in time, it may be advantageous ifthe vehicles 100 are not moved away from the transfer location 404 inopposition to the direction 412 in which they came in through the entryregion 402, since in that case the further vehicles 100 would have to behalted at a relatively great spacing from the transfer region 400.

Rather, the vehicle 100 is rotated for example in the transfer location400, in particular about its own vertical centre axis, for example byturning the drive wheels 120 in opposite directions (see FIG. 4).

The rotation is for example about approximately 90°, so that the vehicle100 can then leave the transfer location 404 in an exit direction 414that is oriented at least approximately perpendicularly to the direction412 in which it came in.

It is then possible for a further vehicle 100 to be moved through theentry region 402 and into the transfer location 404 directly afterwards,with only negligible idle time, in particular in order ultimately to beable to feed a further object 102 to the station 234.

Depending on the configuration of the vehicles 100, in particulardepending on the maximum lifting height of the receiving elements 170,and/or depending on the type and configuration of the station conveyingdevice 244, it may be provided for a plurality of load-bearing elements408 to be connected to one another. However, it may also be provided forat least two load-bearing elements 408, in particular the load-bearingelements 408 that delimit the entry region 402, to be at a spacing fromthe rest of the load-bearing elements 408 and/or to be separated fromthe rest of the load-bearing elements 408 in particular by one or moreexit regions 410.

A spacing between the load-bearing elements 408 is preferably selectedsuch that an object 102 and/or an adapter device 208 that are mounted onthe load-bearing elements 408 on conveying elements 406 are downwardlysupported in every conceivable location along the movement path on thestation conveying device 234 and are thus reliably prevented fromundesired tilting or falling.

Because the transfer region 400 preferably has an exit region 410 thatis spatially separated from an entry region 402, transfer of arelatively large number of objects 102 can preferably be performed moreefficiently and in a shorter time.

Otherwise, the embodiment of the transfer region 400 that is illustratedin FIGS. 26 to 28 corresponds, as regards its structure and functioning,to the receiving location 256 and/or the discharge location 242according to FIGS. 14 and 15, so in this respect reference is made tothe description thereof above.

In all of the embodiments of vehicles 100, preferably in each case oneor more sensor devices 190 of the vehicle 100 are provided by means ofwhich a respective area 192 surrounding the vehicle 100 is detectable.

By means of the one or more sensor devices 190, in particular athree-dimensional surrounding area, that is to say a three-dimensionalsurrounding region 192, is detectable, wherein the detection itselfpreferably takes place in two dimensions or similarly threedimensions—that is to say that, of items that are detected within thedetected surrounding region 192, preferably their dimensions andlocation in relation to the vehicle 100 are detected. In particular, thedimensions and location of the detected items is calculated by means ofthe control device of the vehicle 100 from sensor data of the one ormore sensor devices 190.

The surrounding region 192 is preferably composed of a plurality ofzones, or comprises a plurality of zones. The zones may either beoverlapping in form, or cover spatial regions that are entirelydifferent from one another.

Preferably, zones of the surrounding region 192 that are different fromone another are detectable by means of the one or more sensor devices190.

Zones are divided up for example by the selection of boundary lines atdifferent spacings from the vehicle. As can be seen in particular fromFIG. 29, the surrounding region 192 may be divided up for example intothree zones in the horizontal direction, in particular depending ontheir distance from the vehicle 100.

An innermost zone, at the smallest spacing from the vehicle 100, inparticular a zone directly adjoining the vehicle 100, is for example theprotection zone SZ.

This protection zone SZ is preferably a region in which in particularfor undisrupted operation no item other than the vehicle 100 itself (andwhere appropriate the object 102) is permitted to be arranged.Preferably, in the event of detecting an item in this protection zoneSZ, the vehicle 100 is put in a halt mode immediately and/orautomatically.

The protection zone SZ in particular takes a ring-shaped form, as seenin horizontal section.

A further zone, adjoining the protection zone SZ, is for example awarning zone WZ. The warning zone WZ surrounds the protection zone SZ,preferably in a ring shape, in particular in relation to a horizontalsection through the vehicle 100, the protection zone SZ and the warningzone WZ.

The warning zone WZ is in particular a region in which no item otherthan the vehicle 100 itself should be arranged, wherein detection of anitem does not yet necessarily result in triggering the halt mode.Rather, in the event of detecting an item in this warning zone WZ, thevehicle 100 is preferably put in the warning mode immediately and/orautomatically.

Outside the warning zone WZ there is in particular a free zone, whichwhere required is detectable by the one or more sensor devices but whichis not monitored for the presence of items, etc.

The items that are designated as items detected by the at least onesensor device 190 are in particular items that, in an expected normalmode of the vehicle 100 and/or a treatment installation, should not beat the detected location. However, the one or more sensor devices 190also detect items that are constituent parts of the conveying deviceand/or the treatment installation and of which the presence isnecessary.

The control device 204 of the vehicle 100 and/or a higher-level controlinstallation preferably carry out a check, in particular a calculation,of whether a detected item is an unexpected and/or unknown and/ordisruptive item or an item of which the presence is acceptable.

Preferably, this check is performed before the vehicle 100 is put in thewarning mode or halt mode.

Depending on a current condition of the vehicle 100, in particulardepending on whether the vehicle 100 is loaded with an object 102 or hasno load, and/or depending on the current speed and the direction inwhich the vehicle 100 is moving, preferably the boundary lines betweenthe zones are varied. For example, at a relatively high speed of thevehicle 100, preferably the boundary lines in the region in front of thevehicle 100 (with respect to the direction of travel) are shifted awayfrom the vehicle 100, such that the zones—in particular the warning zoneand/or the protection zone—are made larger in front of the vehicle 100.

In the event of travelling around a bend, for example curving and/or atleast partial lateral shifting of the zones may be provided such thatthey cover as large a spatial region along the actual travel section(movement path) as possible, in particular in the region in front of thevehicle 100.

The region behind the vehicle 100 (with respect to the direction oftravel) usually need not to be monitored as carefully, with the resultthat the parts of the zones—in particular the warning zone and/or theprotection zone—that are behind the vehicle 100 can be made smaller.

The control device 204 of the vehicle 100 and/or a higher-level controlinstallation adjust the courses of the boundary lines and/or thedimensions and/or the shape of the zones—in particular the warning zoneand/or the protection zone—in relation to the respectively currentcondition, preferably periodically, for example a plurality of times aminute or second.

As an alternative or in addition, it is in particular always possible tomake an adjustment if the vehicle 100 undergoes a change in condition,for example a change in direction, loading, unloading, acceleration,etc.

As a condition feature that in particular affects the courses of theboundary lines of the zones, there may further preferably be used thecurrent location of the vehicle 100 within the conveying device and/ortreatment installation.

In particular, in respect of their dimensions and/or shapes the zonesmay be varied depending on the current location of the vehicle 100within the conveying device and/or treatment installation.

For example, when the vehicle 100 is approaching a station 234 and thereis an expectation that parts of the station 234 will come within thewarning zone WZ and/or the protection zone SZ (or that the warning zoneWZ and/or the protection zone SZ will extend into the parts of thestation 234), it may be provided for the zones—in particular the warningzone WZ and/or the protection zone SZ—to be made smaller such that theparts of the station 234 lie outside the warning zone WZ and/or theprotection zone SZ.

In particular, if straight-ahead travel is expected in the station 234,a lateral detection of the surrounding area can be reduced or completelydeactivated.

As an alternative or in addition, it may be provided as a vehicle 100approaches a station 234 for a station mode to be activated, in which amaximum speed of the vehicle 100 is reduced in order to compensate theincreased risk potential that is the result of reducing monitoring ofthe surrounding area. Approach to a station 234 may be determined forexample by scanning a locating aid and/or by location sensors and/orproximity sensors.

In relation to FIG. 29, in particular dividing up into zones in thehorizontal direction was explained. It may further be advantageous if,as an alternative or in addition to dividing up into zones in thehorizontal direction, division into zones in the vertical direction isprovided.

As can be seen from FIG. 30, in particular it may be provided for a zonewithin which the vehicle 100 is arranged to be defined in the verticaldirection. This zone is in particular a vehicle zone FZ.

The vehicle zone FZ extends in the vertical direction, in particularfrom the floor on which the vehicle 100 is configured to travel as faras an upper side 172 of the base body 104 of the vehicle 100 or an upperend of one or more receiving elements 170.

It is thus in particular possible, by detecting the spatial region ofthe surrounding region 192 that forms or comprises the vehicle zone FZ,to determine whether the vehicle 100 is approaching further vehicles100.

A further zone in the vertical direction results from the dimensions ofthe object 102 arranged on the vehicle 100. This zone, which covers theobject 102, extends in the vertical direction in particular from anunderside of the object 102 (where appropriate including an adapter orskid or similar) and/or as far as an upper side of the object 102,preferably from a lowest point on the object 102 (where appropriateincluding an adapter or skid or similar) and/or as far as a highestpoint on the object 102. In the present document, this zone isdesignated the object zone GZ.

It may be provided for the object zone GZ to directly adjoin the vehiclezone FZ.

As an alternative, it may be provided for there to be arranged betweenthe object zone GZ and the vehicle zone FZ an intermediate zone ZZ,which in particular extends from the upper side 192 of the base body 104of the vehicle 100 and/or as far as an underside of the object 102(where appropriate including an adapter or skid or similar), preferablyas far as a lowest point on the object 102 (where appropriate includingan adapter or skid or similar).

Further, it may be provided for the intermediate zone ZZ to extend inthe vertical direction at least approximately for the distance by whichthe one or more receiving elements 170 project out of the base body 104of the vehicle 100.

It may be favourable if the zones that are divided up in the verticaldirection are overlaid by the zones that are divided up in thehorizontal direction, in particular in order, for the combinationcomprising the vehicle 100 and the object 102, to enable optimumdetection of the surrounding area and to avoid risk.

Preferably, there is associated with the vehicle zone FZ a warning zoneWZ and/or a protection zone SZ, such that in particular the question ofwhether the vehicle 100 comes too close to further vehicles 100 or otheritems is monitorable.

The concept of associating a zone that results from dividing up in thehorizontal direction (warning zone WZ, protection zone SZ) with a zonethat results from dividing up in the vertical direction (vehicle zoneFZ, intermediate zone ZZ, object zone GZ) should in particular beunderstood to mean that a spatial region that forms a zone that is onlydefined in the vertical direction and is thus unlimited in thehorizontal direction (FZ, ZZ, GZ) is divided up into a plurality ofzones (WZ, SZ) in the horizontal direction.

Further, it may be provided for there to be associated with the objectzone GZ a warning zone WZ and/or a protection zone SZ, such that inparticular the question of whether the vehicle 100 comes too close tofurther vehicles 100 or other items is monitorable.

Moreover, it may be provided for there to be associated with theintermediate zone ZZ a warning zone WZ and/or a protection zone SZ, suchthat in particular the question of whether the vehicle 100 comes tooclose to an item in the region of the one or more receiving elements 170is monitorable.

The spatial extent, in particular in the horizontal direction, and/orthe shape of the warning zone WZ associated with the vehicle zone FZand/or the protection zone SZ associated with the vehicle zone FZ dependin particular on whether the vehicle 100 is loaded and/or where in theconveying device and/or treatment installation the vehicle 100 islocated.

The spatial extent, in particular in the horizontal direction, and/orthe shape of the warning zone WZ associated with the object zone GZand/or the protection zone SZ associated with the object zone GZ dependin particular on whether an object 102 is arranged on the vehicle 100,the dimensions that this object 102 itself has, and/or where in theconveying device and/or treatment installation the vehicle 100, togetherwith the object 102 arranged thereon, is located. In particular, if thevehicle 100 has no load—that is to say if there is no object 102present—it may be provided for monitoring of the surrounding area in theregion of the object zone GZ to be completely deactivated.

The spatial extent, in particular in the horizontal direction, and/orthe shape of the warning zone WZ associated with the intermediate zoneZZ and/or the protection zone SZ associated with the intermediate zoneZZ depend in particular on whether there is an object 102 arranged onthe vehicle 100, how far the one or more receiving elements 170 projectfrom the base body 104, and/or where in the conveying device and/ortreatment installation the vehicle 100, together with the object 102arranged thereon if applicable, is located. In particular, it may beprovided for monitoring of the surrounding area to be deactivated in theregion of the intermediate zone ZZ when the vehicle 100 enters a station234 and/or passes through a station 234 and at the same time the one ormore receiving elements 170 project into a partitioning floor 248 orthrough a partitioning floor 248.

In one embodiment, it may be provided for each vehicle 100, autonomouslyand independently of the other vehicles 100, for example on the basis ofmonitoring of the surrounding area, to check and/or monitor the route ormovement path that it has as a result of a job, in particular in orderto avoid collisions.

In addition, it may further be provided for the vehicles 100 to provideinformation to one another (directly or indirectly by way of thehigher-level control installation) on the respective vehicle conditionand/or the respective extents and/or shapes of the zones, in particularthe warning zones WZ, protection zones SZ, vehicle zones FZ, objectzones GZ and/or intermediate zones ZZ. As a result, it is possible forin particular planned overlaps in the zones, which can result forexample if two vehicles 100 pass one another closely in oppositedirections, to be deliberately tolerated without triggering anunnecessary warning mode.

It may be favourable if an object zone GZ and/or a warning zone WZand/or a protection zone SZ is associated with one or more or all of theobjects 102, in particular vehicle bodies 206, even if the respectiveobject 102 is not arranged on the vehicle 100. In particular, it is alsopossible to provide such division into zones in storage locations and/orparking locations.

Such an association between zones in particular enables a higher-levelcoordination of all of the objects 102, independently of the respectivearrangement on a vehicle 100, as a result of which potential risks ofcollision between travelling objects 102 (objects 102 arranged on avehicle 100) and parked objects 102 (objects 102 not arranged on avehicle 100) can preferably also be minimised.

An embodiment that is illustrated in FIGS. 31 to 33 of a partitioningfloor that is designated 248 as a whole may in principle be used in allthe variants of a conveying device.

In particular, the partitioning floor 248 serves to partition off aprocessing region 252 of a station 234, in particular a treatment space500, from a travel space 266.

The travel space 266 is in particular arranged below the partitioningfloor 248, whereas the processing region 252, in particular thetreatment space 500, is arranged above the partitioning floor 248.

As already described in relation to other embodiments, the partitioningfloor 248 preferably comprises a penetration region 262, in particular apenetration slot 264.

Preferably, a plurality of closing elements 248 are further provided bymeans of which the penetration region 262 is closable.

The closing elements 248 in particular form a closure region 502 of thepartitioning floor 248.

Together with a plurality of load-bearing panels 504 of the partitioningfloor 248, the closure region 502 preferably forms a surface 506 of thepartitioning floor 248 that is at least approximately entirelyperson-accessible.

The closing element 248 for example take the form of slats 508 and/orclosure panels 210.

Preferably, the partitioning floor 248 comprises a load-bearingstructure 512 (see in particular FIG. 32) that serves on the one hand toreceive the load-bearing panels 504 and on the other to position theclosing elements 248.

Arranged on the load-bearing structure 512 are in particular a pluralityof restoring element receptacles 514 of one or more restoring devices516.

A plurality of restoring elements 518 of the restoring device 516 arepreferably arranged to be movable on the restoring element receptacles514, in relation thereto.

For example, a mechanical and/or electrical relative movement of therestoring elements 518 in relation to the restoring element receptacles514 may be provided.

For example, for this purpose the restoring device 516 comprises one ormore spring devices 520, in particular one or more pressure springs 522,which thus in particular enable the restoring elements 518 to beresiliently positioned on the restoring element receptacles 514.

The restoring elements 518 are mounted to be displaceable on therestoring element receptacles 514 in particular in a direction runningperpendicularly to the conveying direction 250 and/or perpendicularly toa conveying path 292.

The restoring elements 518 are preferably provided with a respective oneor more closing element receiving means 524.

One or more closing element receiving means 524 in particular take theform of bolts and serve to receive a respective closing element 284.

In particular, the closing elements 284 are arranged to be freelyrotatable on the closing element receiving means 524.

As can be seen in particular from FIG. 33, each restoring device 516preferably comprises an abutment element 526 and a guide opening 528.

The abutment element 526 is in particular displaceable in the guideopening 528, wherein a maximum extent of the guide opening 528 along adirection of movement of the restoring element 518 predetermines amaximum path of movement of the restoring element 518 as a result of theabutment element 526 abutting against the ends of the guide opening 528.

As can be seen in particular from FIGS. 31 and 32, the closing elements284 of the partitioning floor 248 are arranged in particular to overlapone another, such that there is creatable a closure region 502 that isclosed in the direction of closing the closing elements 284 and is inparticular at least approximately completely closed.

The closing elements 284 are in particular round, for example circular,in form.

Moving a receiving element 170 into the penetration region 262 along theconveying direction 250 and/or the conveying path 292 has the effectthat the closing elements 284 are movable away to the side, preferablysuccessively and/or in each case in pairs, perpendicularly to theconveying direction 250 and/or perpendicularly to the conveying path262, with the result that the respective receiving element 170 ismovable along the conveying direction 250 and/or along the conveyingpath 292 such that it projects through the penetration region 262.

By means of a centring device 530 that comprises in particular aplurality of centring elements 534, for example two, that are providedwith a lead-in chamfer 532, centring of the receiving element 170 withinthe penetration region 262 can preferably be enabled.

Further, for example by means of an opening device 536 that comprises inparticular one or more, for example two, opening elements 538, it ispossible to enable opening of the closure region 502, in particularactuation of one or more closing elements 284, in that a receivingelement 170 is introduced vertically upwards into the penetration region262 and/or moves below the closing elements 284 and is brought intoengagement with the opening elements 538.

The centring device 530 and the opening device 536 may for example takethe form of one and the same device, wherein the respective function canresult in particular in dependence on a movement of the receivingelements 170 in relation to the device.

As can further be seen from FIG. 33, the partitioning floor 248 may inparticular comprises a plurality of floor modules 540, wherein eachfloor module 540 comprises and/or bears and/or receives respectively oneor more restoring devices 516 and/or restoring element receptacles 514and/or closing element receiving means 524 and/or closing elements 284.

The operating modules 540 are in particular each connected to a mountingregion 542 having further constituent parts of the load-bearingstructure 512, wherein the mounting regions 542 are arranged and/orformed at the ends of the floor modules 540 that are remote from thepenetration region 262.

The floor modules 540 in particular project away from the mountingregions 542 in a cantilever arrangement.

Preferably, the floor modules 540 further serve to receive one or moreload-bearing panels 504, or form these.

Otherwise, the partitioning floor 248 according to the embodimentillustrated in FIGS. 31 to 33 corresponds, as regards its structure andfunctioning, as desired to individual or a plurality of the embodimentsdescribed above, so in this respect reference is made to the descriptionthereof above, and the reader is also hereby referred explicitly toconceivable possible combinations for the provision of furtherembodiments that are not illustrated.

FIG. 34 illustrates an example of a circuit diagram according to whichthe energy store 150 of the vehicle 100 is chargeable. Individual or aplurality of charging regions 158 and/or charge connection points 164may for example be arranged and/or formed in accordance with thiscircuit diagram. Further, according to alternative embodiments, with oneor more charging regions 158 it is possible to provide individual or aplurality of the features described below in isolation, in particularonly a single charging device 156 for only one type of energy storageunit.

The energy store 150 serves in particular to store and provideelectrical energy for driving the vehicle 100 and preferably comprisesone or more energy storage units 152.

It may be favourable if the energy store 150 comprises one or more driveenergy storage units 152 a for storing energy for driving the vehicle100 as a whole and/or for driving a lifting drive device 178.

One or more or all of the drive energy storage units 152 a may take theform for example of supercapacitors 154.

As an alternative or in addition, it may be provided for the energystore 150 to comprise one or more buffer energy storage units 152 p bymeans of which energy is providable for example for operating thecontrol device 204 and/or one or more sensor devices 190 and/or one ormore communication devices.

One or more or all of the buffer energy storage units 152 p may take theform for example of lithium-ion accumulators 155.

Optionally, it may be provided for one or more or all of the bufferenergy storage units 152 p to be coupled or couplable to a drive device110 and/or a lifting drive device 178 of the vehicle 100, in particularfor providing energy for operating the drive device 110 and/or thelifting drive device 178 if the drive energy storage units 152 a can nolonger provide sufficient energy for this.

It may be provided for the one or more drive energy storage units 152 aon the one hand and the one or more buffer energy storage units 152 p onthe other to have mutually different standard operating voltages and/orcharge voltages.

For example, it may be provided for the one or more drive energy storageunits 152 a to be operable at a voltage, in particular a DC voltage, ofat least approximately 48 V.

Further, it may be provided for the one or more buffer energy storageunits 152 p to be operable at a voltage, in particular a DC voltage, ofat least approximately 24 V.

For the purpose of charging the energy store 150 at a charging region158, the charging region 158 preferably comprises one or more chargeconnection points 164, which each have a plurality of contact regions278 and/or contact elements 280 for providing electrical energy. Inparticular, there are provided a plurality of contact regions 278 and/orcontact elements 280 for providing voltages of different voltage values,in order to enable the different energy storage units 152 to be chargedat the respectively required voltage at the same time.

For example, there are provided at one or more charge connection points164 in each case two or more than two pairs of contact regions 278and/or contact elements 280 that serve to provide different chargevoltages.

Contact regions 278 and/or contact elements 280 on the vehicle side ofone or more charge connection points 164 of the vehicle 100 arepreferably formed and/or arranged, at least in respect of their spatialform and/or arrangement, at least in certain regions such that they arecomplementary with the contact regions 278 and/or contact elements 280of the one or more charge connection points 164 on the energy sourceside.

The contact regions 278 and/or contact elements 280 are in particularformed and/or arranged such that the possibility of cross-contact beingmade between contact regions 278 and/or contact elements 280 of pairs ofcontact regions 278 or contact elements 280 that do not belong togetheris ruled out.

It may be favourable if one or more or all of the charge connectionpoints 164 have in each case at least one pair 281 a of contact regions278 and/or contact elements 280 on the outside, which serves inparticular to charge the at least one drive energy storage unit 152 a.

Further, it may be provided for one or more or all of the chargeconnection points 164 to have in each case at least one pair 281 i ofcontact regions 278 and/or contact elements 280 on the inside, whichserves in particular to charge the at least one buffer energy storageunit 152 p.

The at least one inside pair 281 i of contact regions 278 and/or contactelements 280 is in particular arranged between the two contact regions278 and/or contact elements 280 of the at least one outside pair 281 aof contact regions 278 and/or contact elements 280.

As an alternative, it is also possible for reversed utilisation of thecontact regions 278 and/or contact elements 280 to be provided, with theresult that the at least one inside pair 281 i of contact regions 278and/or contact elements 280 serves for example to charge the at leastone drive energy storage unit 152 a, while the at least one outside pair281 a of contact regions 278 and/or contact elements 280 serves forexample to charge the at least one buffer energy storage unit 152 p.

Further, it may be provided for one or more or all of the chargeconnection points 164 to have in each case one or more location contacts283 which are configured to allow location identification and/orlocation monitoring of the vehicles 100 to be performed.

For example, one or more pairs of location contacts 283 may be providedthat are arranged in particular on the inside, between contact regions278 and/or contact elements 280 of the respective charge connectionpoint 164, and/or on the outside, such that the contact regions 278and/or contact elements 280 of the respective charge connection point164 are arranged between the location contacts 283.

It may be advantageous if one or more sensor devices 190, for examplelocation sensors, and/or one or more location contacts 283 are used todetermine whether a vehicle 100 has come to a location that is requiredfor charging the energy store 150, in relation to a charge connectionpoint 164, and if so that one or more charge voltages are activated atthe charge connection point 164, for the purpose of charging the energystore 150.

It may be favourable if one or more contact regions 278 and/or contactelements 280 for charging the energy store 150, in particular one ormore drive energy storage units 152 a and/or one or more buffer energystorage units 152 p, at the same time serve as one or more locationcontacts 283.

It may be provided for one or more contact regions 278 and/or contactelements 280 and/or one or more location contacts 283 of the vehicle 100each to have a safety device 285, for example a relay and/or acontactor, which is configured to temporarily switch off the voltage,for example to avoid short circuits at the energy store 150 when thecontact regions 278 and/or contact elements 280 and/or location contacts283 are being used for location identification and/or locationmonitoring.

As an alternative or in addition, it may be provided for one or morecontact regions 278 and/or contact elements 280 and/or one or morelocation contacts 283 of one or more or all of the charge connectionpoints 164 on the energy source side each to have a safety device 285,for example a relay and/or a contactor, which is configured totemporarily switch off the voltage, for example to avoid short circuitsat the energy source when the contact regions 278 and/or contactelements 280 and/or location contacts 283 are being used for locationidentification and/or location monitoring.

For the purpose of switching between a location identification mode anda charge mode, in particular for the purpose of correspondinglycontrolling the safety device 285, preferably a handshake is providedbetween the vehicle 100 and the charge connection point 164 and/or thehigher-level control installation.

In particular, it is possible to determine on the energy source side, asa result of a measurement device 287 measuring the voltage at thecontact regions 278 and/or contact elements 280, whether a vehicle 100is correctly positioned at the respective charge connection point 164.For example, it is possible to infer that a vehicle 100 is correctlypositioned if the measured voltage is greater than 0.2 V, in particulargreater than 0.5 V. If positioning is correct, in particular a chargemode is then activated.

After the end of the charging procedure, the charge connection point 164is preferably put back into a location identification mode, inparticular by activating the safety device 285.

Particular embodiments are as follows.

1. A vehicle (100), in particular for conveying objects (102), forexample vehicle bodies (206), wherein the vehicle (100) comprises thefollowing:

-   -   a base body (104);    -   a chassis (106), by means of which the base body (104) lies        and/or is movable on a vehicle-accessible subsurface (160);    -   a drive device (110) for driving the vehicle (100);    -   a receiving device (168), which comprises one receiving element        (170), two receiving elements (170) or more than two receiving        elements (170), for receiving at least one object (102).

2. A vehicle (100) according to embodiment 1, characterised in that thereceiving device (168) comprises exactly two receiving elements (170).

3. A vehicle (100) according to one of embodiments 1 or 2, characterisedin that a plurality of receiving elements (170), in particular all ofthe receiving elements (170), extend in a plane that runs vertically andparallel to a longitudinal centre axis (140) of the vehicle (100).

4. A vehicle (100) according to one of embodiments 1 to 3, characterisedin that the one receiving element (170), the two receiving elements(170) or the more than two receiving elements (170) are arranged movablyon the base body (104).

5. A vehicle (100) according to embodiment 4, characterised in that thevehicle (100) comprises a lifting drive device (178) by means of whichthe one receiving element (170), the two receiving elements (170) or themore than two receiving elements (170) are raisable and/or lowerable inrelation to the base body (104).

6. A vehicle (100) according to one of embodiments 1 to 5, characterisedin that a plurality of receiving elements (170), in particular all ofthe receiving elements (170), are coupled to one another and are onlyjointly movable in relation to the base body (104).

7. A vehicle (100) according to embodiment 6, characterised in that alifting drive device (178) of the vehicle (100) comprises a liftingdrive element (182), in particular a lifting drive belt (184) or alifting drive chain, wherein the lifting drive element (182) connects alifting drive motor (180) and two or more than two receiving elements(170) to one another such that the two or more than two receivingelements (170) are jointly movable by means of the lifting drive motor(180), in particular being raisable and/or lowerable in relation to thebase body (104).

8. A vehicle (100) according to embodiment 7, characterised in that

-   a) the lifting drive element (182) extends through a drive axis    (148) of the drive device (110) for driving the vehicle (100),    and/or-   b) the lifting drive element (182) extends below a drive axis (148)    of the drive device (110) for driving the vehicle (100).

9. A vehicle (100) according to one of embodiments 1 to 8, characterisedin that the drive device (110) has a drive axis (148) that connects twodrive elements (118), in particular drive wheels (120), of the drivedevice (110) to one another, wherein the drive axis (148) is orientedsubstantially transversely, in particular at least approximatelyperpendicularly, to a longitudinal centre axis (140) and/or maindirection of travel (138) of the vehicle (100).

10. A vehicle (100) according to one of embodiments 1 to 9,characterised in that the drive device (110) has a drive axis (148) thatconnects two drive elements (118), in particular drive wheels (120), ofthe drive device (110) to one another, wherein the drive axis (148) isarranged, with respect to a longitudinal centre axis (140) and/or maindirection of travel (138) of the vehicle (100), at least approximatelycentrally on the base body (104) of the vehicle (100).

11. A vehicle (100) according to one of embodiments 1 to 10,characterised in that the drive device (110) has a drive axis (148) thatconnects two drive elements (118), in particular drive wheels (120), ofthe drive device (110) to one another, wherein the drive elements (118)are jointly mounted on the base body (104) by means of the drive axis(148).

12. A vehicle (100) according to one of embodiments 1 to 11,characterised in that a plurality of drive elements (118), in particulardrive wheels (120), of the drive device (110) are drivable independentlyof one another.

13. A vehicle (100) according to one of embodiments 1 to 12,characterised in that the drive device (110) comprises a drive axis(148) and/or one or more drive elements (118) that are lowerable and/orpressable onto a floor and/or are raisable away from the floor by meansof an actuation device (146), wherein the drive axis (148) and/or one ormore drive elements (118) are preferably integrated into the base body(104) of the vehicle (100) and/or surrounded on five sides by the basebody (104), and/or wherein the actuation device (146) is preferablyaccessible at an outer side of the vehicle (100), for the purpose ofactuating it.

14. A vehicle (100) according to one of embodiments 1 to 13,characterised in that the one receiving element (170), the two receivingelements (170) or the more than two receiving elements (170) each have areceiving portion (174) that tapers towards an upper end, as seen inrelation to the direction of gravity (g).

15. A vehicle (100) according to embodiment 14, characterised in thatone or more receiving portions (174), in particular all of the receivingportions (174), take a form that is substantially conical, partiallyconical, frustoconical or partially frustoconical.

16. A vehicle (100) according to one of embodiments 1 to 15,characterised in that the one receiving element (170), the two receivingelements (170) or the more than two receiving elements (170) areconfigured to be arranged in different locations in relation to the basebody (104), wherein the one receiving element (170), the two receivingelements (170) or the more than two receiving elements (170) project,preferably in a position that is lowest with respect to the direction ofgravity (g), beyond an upper side (172) of the base body (104).

17. A vehicle (100) according to one of embodiments 1 to 16,characterised in that the one receiving element (170), the two receivingelements (170) or the more than two receiving elements (170) have aheight that, as seen parallel to the direction of gravity (g), isgreater than a height of the base body (104) of the vehicle (100) asseen parallel to the direction of gravity (g).

18. A vehicle (100) according to one of embodiments 1 to 17,characterised in that the vehicle (100) comprises one or more receivingsensors (188) by means of which

-   a) an object (102) arranged on at least one receiving element (170)    is detectable and/or its correct positioning is monitorable; and/or-   b) an orientation and/or a location of an object (102) that is    arranged at a spacing from the at least one receiving element (170)    are detectable.

19. A vehicle (100) according to embodiment 18, characterised in that atleast one receiving sensor (188) is arranged on the base body (104)and/or on the receiving element (170).

20. A vehicle (100) according to one of embodiments 18 or 19,characterised in that at least one receiving sensor (188) interacts witha detection aid (220) on an object (102) that is received or is to bereceived.

21. A vehicle (100) according to one of embodiments 1 to 20,characterised in that the receiving element (170) comprises alubricating device (175) which is in particular integrated into thereceiving element (170).

22. A vehicle (100) according to embodiment 21, characterised in thatthe lubricating device (175) is integrated into a shaft portion (173)and/or a receiving portion (174) of the receiving element (170), forexample being arranged completely within the shaft portion (173) and/orthe receiving portion (174).

23. A vehicle (100) according to one of embodiments 21 or 22,characterised in that the lubricating device (175) comprises a reservoir(177) for receiving lubricant, and a dispensing element (179) for thecontrollable supply of lubricant from the reservoir (177) to an objectthat is to be lubricated, in particular a part of a lifting drive device(178).

24. A vehicle (100) according to one of embodiments 1 to 23,characterised in that a cover (196) for covering an interior of the basebody (104) is arranged on an upper side (172) of the base body (104),wherein the cover (196) is placed on the base body (104) and/or closesat least approximately completely peripherally flush with a placementregion (198) of the base body (104).

25. A vehicle (100) according to one of embodiments 1 to 24,characterised in that a cover (196) for covering an interior of the basebody (104) is arranged on an upper side (172) of the base body (104),wherein the cover (196) takes an at least partly transparent form.

26. A vehicle (100) according to one of embodiments 1 to 25,characterised in that the base body (104) takes a substantially cuboidform, wherein four corner regions (112) of the base body (104) arepreferably each provided with a support roller (108) that is rotatableabout 360° and/or not driven.

27. A vehicle (100) according to one of embodiments 1 to 26,characterised in that the base body (104) takes a substantially cuboidform, wherein two or four corner regions (112) of the base body (104)are each provided with an outwardly projecting sensor device (190) ofthe vehicle (100).

28. A vehicle (100) according to one of embodiments 1 to 27,characterised in that the vehicle (100) comprises one or more sensordevices (190), which each have one or more sensor elements for detectingan area surrounding the vehicle (100), wherein in a substantiallyhorizontal plane the one or more sensor elements each have, individuallyor jointly, a detection range of at least approximately 250°, inparticular approximately 270°.

29. A vehicle (100) according to one of embodiments 1 to 28,characterised in that the vehicle (100) comprises one or more sensordevices (190) that are coupled to a control device (204) of the vehicle(100), wherein the control device (204) takes a form and is arrangedsuch that, depending on sensor values that are detected and/oridentified by means of the one or more sensor devices (190), the vehicle(100) is operable in different operating modes, in particular in atleast three different operating modes.

30. A vehicle (100) according to embodiment 29, characterised

-   a) in that one of the operating modes is a normal mode, in which    there are no unexpected and/or unknown and/or disruptive items    arranged on a drive path or in another predetermined region (192)    surrounding the vehicle (100);-   and/or-   b) in that one of the operating modes is a warning mode, in which    one or more unexpected and/or unknown and/or disruptive items are    arranged in a predefined warning section of a drive path or another    predetermined region (192) surrounding the vehicle (100);-   and/or-   c) in that one of the operating modes is a halt mode, in which one    or more unexpected and/or unknown and/or disruptive items are    arranged in a predefined halt section of a drive path or another    predetermined region (192) surrounding the vehicle (100).

31. A vehicle (100) according to embodiment 30, characterised

-   i) in that in the warning mode a speed of travel of the vehicle    (100) is reduced, and/or in that in the warning mode a warning    device (200) of the vehicle (100) is configured to emit an acoustic    warning signal and/or a visual warning signal;-   and/or-   ii) in that in the halt mode the vehicle (100) is braked to a    standstill, and/or in that in the halt mode a warning device (200)    of the vehicle (100) is configured to emit an acoustic emergency    signal and/or a visual emergency signal, and/or in that in the halt    mode the control device (204) is configured to transmit an emergency    signal to a higher-level control installation, for controlling    and/or monitoring a plurality of vehicles (100).

32. A vehicle (100) according to embodiment 31, characterised in that awarning signal and/or an emergency signal comprises an instruction toclear the route and/or the area surrounding the vehicle (100).

33. A vehicle (100) according to one of embodiments 1 to 32,characterised in that one or more emergency off switches are arranged ona vehicle (100) or on one or more other components of a conveying deviceand/or treatment installation and/or logistics installation, wherein,preferably, there is associated with each emergency off switch acommunication device that is configured to transmit an emergency stopsignal to one or more or all of the vehicles (100) in order to put theone or more or all of the vehicles (100) in an emergency stop mode.

34. A vehicle (100) according to embodiment 33, characterised in thatone or more, in particular all, of the vehicles (100) each comprise acontrol device (204) which is configured to process an emergency stopsignal, in particular before the vehicle (100) is put in an emergencystop mode.

35. A vehicle (100) according to embodiment 34, characterised in that acontrol device (204) is configured to check whether the respectivevehicle (100) absolutely must be put in the emergency stop mode or not,wherein this check takes account of the following:

the location of the vehicle (100) in relation to one or more othervehicles (100); and/or

a spacing between the vehicle (100) and one or more other vehicles(100); and/or

the location of the vehicle (100) in relation to the emergency offswitch at which the emergency stop signal was triggered; and/or

a spacing between the vehicle (100) and the emergency off switch atwhich the emergency stop signal was triggered; and/or

the speed of the vehicle (100) at the moment of transmission and/ortriggering of the emergency stop signal; and/or

a predetermined and/or calculated movement path of the vehicle (100), inparticular in relation to one or more other vehicles (100) and/or inrelation to the emergency off switch at which the emergency stop signalwas triggered.

36. A vehicle (100) according to one of embodiments 1 to 35,characterised in that one or more emergency off switches are configuredto trigger different types of emergency stop mode scenario, whereinthese different types of emergency stop mode scenario differ from oneanother for example

-   a) in respect of an extent or size or dimension of the surrounding    area in which the vehicles (100) are put in the emergency stop mode,    and/or-   b) in respect of the criteria for checking the respective vehicle    (100) by the control device (204), and/or-   c) in respect of the targeted control of different groups of    vehicles (100).

37. A vehicle (100) according to one of embodiments 1 to 36,characterised in that the vehicle (100) is configured to be put in anemergency stop mode by means of an emergency stop signal, and in that inthis emergency stop mode the vehicle (100) is configured to emit asignal to one or more further vehicles (100) that are in an areasurrounding the vehicle (100), wherein by means of the signal the one ormore vehicles (100) are put in particular in an alert condition in orderfor example to avoid colliding with the vehicle (100) that has been putin the emergency stop mode.

38. A vehicle (100) according to one of embodiments 1 to 37,characterised in that the vehicle (100) is configured to travel inmultiple directions, in particular in two directions, and in that one ormore display elements (202) at each end region of the vehicle (100) areconfigured to display, depending on a current direction of travel,whether the respective end region is currently a front region or a rearregion of the vehicle (100).

39. A vehicle (100) according to one of embodiments 1 to 38,characterised in that the vehicle (100) comprises one or more chargeconnection points (164) for charging up an energy store (150) of thevehicle (100).

40. A vehicle (100) according to embodiment 39, characterised in that acharge connection point (164) is arranged on an underside (114) of thebase body (104), and in that, for the purpose of charging up the energystore (150), the vehicle (100) is positionable above a correspondingcharge connection point (164) of a charging region (158).

41. A vehicle (100) according to embodiment 40, characterised in thatthis charge connection point (164) is configured to be coupled to acorresponding charge connection point (164) of a charging region (158)with contact, for example by means of a sliding contact, and/or withoutcontact, for example inductively.

42. A vehicle (100) according to one of embodiments 39 to 41,characterised in that a further charge connection point (164) isarranged on a side wall (166) of the base body (104), wherein thisfurther charge connection point (164) is configured to be coupled to acorresponding charge connection point (164) of a charging region (158)in particular by means of a plug connection.

43. A vehicle (100) according to one of embodiments 39 to 42,characterised in that at least one charge connection point (164) isarranged and/or formed on at least one receiving element (170).

44. A vehicle (100) according to one of embodiments 1 to 43,characterised in that the vehicle (100) comprises an energy store (150)for storing and providing electrical energy for driving the vehicle(100), wherein the energy store (150) comprises one or more energystorage units (152) that take the form of a capacitor, in particular asupercapacitor (154) or ultracapacitor.

45. A vehicle (100) according to one of embodiments 1 to 44,characterised in that the vehicle (100) comprises an energy store (150)by means of which electrical energy is storable and providable fordriving a lifting drive device (178) of the vehicle (100).

46. A vehicle (100) according to embodiment 45, characterised in that bymeans of this same energy store (150), in particular this same energystorage unit (152) or these same energy storage units (152) of theenergy store (150), energy is storable and providable both for drivingthe lifting drive device (178) and also for driving the vehicle (100).

47. A vehicle (100) according to one of embodiments 1 to 46,characterised in that the vehicle (100) comprises an energy store (150)that comprises:

-   a) one or more drive energy storage units (152 a) for storing energy    for driving the vehicle as a whole and/or for driving a lifting    drive device; and-   b) one or more buffer energy storage units (152 p) by means of which    energy is providable for example for operating a control device    (204) and/or one or more sensor devices (190) and/or one or more    communication devices.

48. A vehicle (100) according to embodiment 47, characterised in thatthe one or more drive energy storage units (152 a) on the one hand andthe one or more buffer energy storage units (152 p) on the other havemutually different standard operating voltages and/or charge voltages.

49. A vehicle (100) according to one of embodiments 1 to 48,characterised in that the vehicle (100) comprises a control device (204)that takes a form and is arranged such that the vehicle (100) isoptionally operable in a safety mode or an express mode,

wherein the vehicle (100) is put in the safety mode if persons aredetected in the area surrounding the vehicle (100) and/or if a vehicleis travelling in a region that is accessible to persons, and

wherein the vehicle (100) is put in the express mode if no persons aredetected in the area surrounding the vehicle (100) and/or if a vehicleis travelling in a region that is inaccessible to persons.

50. A vehicle (100) according to embodiment 49, characterised in thatthe vehicle (100) is configured to be put in the safety mode or theexpress mode by means of a device, in particular a sensor device (190),that is not located on the vehicle (100), for example by using externalsafety contacts, etc.

51. A vehicle (100) according to one of embodiments 1 to 50,characterised in that the vehicle (100) comprises one or more sensordevices (190) by means of which a region (192) surrounding the vehicle(100) is detectable.

52. A vehicle (100) according to embodiment 51, characterised in that bymeans of the one or more sensor devices (190), a three-dimensionalsurrounding region (192) is detectable in three dimensions, whereinitems that are detected within the detected surrounding region (192) arepreferably detectable with respect to their dimensions and locationrelative to the vehicle (100).

53. A vehicle (100) according to embodiment 52, characterised in thatthe dimensions and location of the detected items are calculated bymeans of a control device (204) of the vehicle (100) from sensor data ofthe one or more sensor devices (190).

54. A vehicle (100) according to one of embodiments 51 to 53,characterised in that the surrounding region (192) is composed of aplurality of zones, or comprises a plurality of zones, wherein the zonesare overlapping in form, or cover spatial regions that are entirelydifferent from one another.

55. A vehicle (100) according to one of embodiments 51 to 54,characterised in that zones of the surrounding region (192) that aredifferent from one another are detectable by means of the one or moresensor devices (190).

56. A vehicle (100) according to one of embodiments 51 to 55,characterised in that the surrounding region (192) is divided up into aplurality of zones, in particular into three zones, in the horizontaldirection.

57. A vehicle (100) according to embodiment 56, characterised in thatone of the zones is a protection zone (SZ) in which in particular forundisrupted operation no item other than the vehicle (100) itself, andwhere appropriate an object (102) arranged on the vehicle (100), ispermitted to be arranged.

58. A vehicle (100) according to one of embodiments 56 or 57,characterised in that one of the zones is a warning zone (WZ) that inparticular surrounds the protection zone (SZ) and/or in which no itemother than the vehicle (100) itself and where appropriate an object(102) arranged on the vehicle (100) should be arranged, whereindetection of an item does not yet necessarily result in triggering thehalt mode of the vehicle (100).

59. A vehicle (100) according to one of embodiments 51 to 58,characterised in that the surrounding region (192) is divided up into aplurality of zones, in particular into three zones, in the verticaldirection.

60. A vehicle (100) according to embodiment 59, characterised in thatone of the zones is a vehicle zone (FZ) within which the vehicle (100)is arranged.

61. A vehicle (100) according to one of embodiments 59 or 60,characterised in that one of the zones is an object zone (GZ) withinwhich an object (102) is arranged when it is received by means of thevehicle (100).

62. A vehicle (100) according to one of embodiments 59 to 61,characterised in that there is arranged between a zone that takes theform of a vehicle zone (FZ) and a zone that takes the form of an objectzone (GZ) an intermediate zone (ZZ), which extends in the verticaldirection at least approximately for the distance by which the one ormore receiving elements (170) project out of the base body (104) of thevehicle (100).

63. A vehicle (100) according to one of embodiments 51 to 62,characterised in that a control device (204) of the vehicle (100) and/ora higher-level control installation are configured to check, inparticular to calculate, whether an item detected by the one or moresensor devices (190) is an unexpected and/or unknown and/or disruptiveitem or an item of which the presence is acceptable.

64. A vehicle (100) according to one of embodiments 51 to 63,characterised in that, depending on a current condition of the vehicle(100), a control device (204) of the vehicle (100) varies boundary linesbetween different zones of the surrounding region (192).

65. A vehicle (100) according to embodiment 64, characterised in that,for the current condition of the vehicle (100), individual or aplurality of the following condition features are taken into account:

-   a) whether the vehicle (100) is loaded with an object (102) or has    no load; and/or-   b) the speed and direction in which the vehicle (100) is moving;    and/or-   c) the location at which the vehicle (100) is arranged in a    conveying device (222) and/or treatment installation (224).

66. A vehicle (100) according to one of embodiments 64 or 65,characterised in that the control device (204) and/or a higher-levelcontrol installation are configured to adjust courses of the boundarylines and/or a dimension and/or a shape of the zones—in particular thewarning zone (WZ) and/or the protection zone (SZ)—in relation to therespectively current condition of the vehicle (100) periodically, forexample a plurality of times a minute or second.

67. A vehicle (100) according to one of embodiments 51 to 66,characterised in that the surrounding region (192) is divided up into aplurality of zones in the vertical direction and into a plurality ofzones in the horizontal direction, wherein

-   a) there is associated with a vehicle zone (FZ) a warning zone (WZ)    and/or a protection zone (SZ); and/or-   b) there is associated with one of the object zones (GZ) a warning    zone (WZ) and/or a protection zone (SZ); and/or-   c) there is associated with an intermediate zone (ZZ) a warning zone    (WZ) and/or a protection zone (SZ).

68. An adapter device (208) for receiving an object (102), in particulara vehicle body (206), wherein the adapter device (208) comprises thefollowing:

-   -   a central element (210);    -   one or more adapter elements (212) that are positioned on the        central element (210) and, for the purpose of receiving the        object (102), are geometrically adapted to the object (102),        wherein one or more engagement regions (216), in particular        introduction openings (218), in which one or more receiving        elements (170) engage for the purpose of receiving the adapter        device (208), are arranged and/or formed in the central element        (210) and/or the one or more adapter elements (212).

69. A combination comprising at least one vehicle (100) according to oneof embodiments 1 to 67 and at least one adapter device (208) accordingto embodiment 68.

70. A combination according to embodiment 69, characterised in that aplurality of adapter elements (212) of different geometry and/or sizeare provided for receiving objects (102) of different geometry and/orsize.

71. A conveying device (222) for conveying objects (102), in particularworkpieces, for example vehicle bodies (206), wherein the conveyingdevice (222) comprises one or more vehicles (100) according to one ofembodiments 1 to 67.

72. A conveying device (222) according to embodiment 71, characterisedin that the conveying device (222) comprises one or more stations (234)to which the objects (102) are transportable by means of the vehicles(100), and/or at which the objects (102) are dischargeable and/orreceivable.

73. A conveying device (222) according to embodiment 72, characterisedin that, in at least one of the stations (234), two or more than twolocations (240, 254) are provided for two or more than two objects(102), wherein an object (102) is dischargeable by a vehicle (100) tothe station (234) in a first location (240), and wherein an object (102)is receivable by a vehicle (100) in a second location (254) and thentransportable away out of the station (234).

74. A conveying device (222) according to embodiment 73, characterisedin that the objects (102) are conveyable by a station conveying device(244) of the conveying device (222) that is different from the vehicles(100), in particular from the first location (240) to the secondlocation (254).

75. A conveying device (222) according to embodiment 74, characterisedin that the objects (102) are processable during conveying from thefirst location (240) to the second location (254), or in an intermediatelocation (258) arranged between these.

76. A conveying device (222) according to one of embodiments 73 to 75,characterised in that at least one vehicle (100) takes a form and isarranged such that an object (102) is dischargeable at a station (234)in a first location (240), and in that then an object (102) that waspreviously discharged at this first location (240) and has in themeantime been conveyed to a second location (254) of this station (234)is receivable at the second location (254).

77. A conveying device (222) according to one of embodiments 72 to 76,characterised in that one or more stations (234) comprise a partitioningfloor (248) below which the at least one vehicle (100) is movable, inparticular while one or more objects (102) are movable above thepartitioning floor (248) and/or in order to move one or more objects(102) above the partitioning floor (248).

78. A conveying device (222) according to embodiment 77, characterisedin that the partitioning floor (248) is person-accessible.

79. A conveying device (222) according to one of embodiments 77 or 78,characterised in that the partitioning floor (248) is orientedsubstantially parallel to a vehicle-accessible subsurface (160) on whichthe conveying device (222) is mounted, wherein a spacing between apreferably person-accessible surface of the partitioning floor (248) anda surface of the vehicle-accessible subsurface (160) is preferably atmost approximately five times, in particular at most approximately fourtimes, preferably at most approximately twice, the height of a vehicle(100) and/or the height of a base body (104) of the vehicle (100).

80. A conveying device (222) according to one of embodiments 77 to 79,characterised in that at least one section (260) of the partitioningfloor (248) takes a completely enclosed form above a conveying path(292) of a vehicle (100), and as a result objects (102) that are to beconveyed are completely spatially separated from the vehicle (100).

81. A conveying device (222) according to embodiment 80, characterisedin that the completely enclosed section (260) of the partitioning floor(248) extends at least approximately over an entire longitudinal extentof a processing region (252) for processing the objects (102).

82. A conveying device (222) according to one of embodiments 77 to 81,characterised in that the partitioning floor (248) has a penetrationregion (262), in particular a penetration slot (264), through which oneor more receiving elements (170) of the at least one vehicle (100)extend and/or are guidable.

83. A conveying device (222) according to embodiment 82, characterisedin that the penetration region (262), in particular the penetration slot(264), extends along a conveying path (292) of the conveying device(222) or predetermines a conveying path (292) of the conveying device(222).

84. A conveying device (222) according to embodiment 83, characterisedin that there is formed on one or both sides of the penetration region(262), in particular the penetration slot (264), a penetration edgeregion (276) that takes an elevated form, in particular by comparisonwith the rest of the partitioning floor (248).

85. A conveying device (222) according to embodiment 84, characterisedin that an average free or clearable spacing between two penetrationedge regions (276) that are opposite one another in relation to thepenetration region (262) is at most approximately four times, preferablyat most approximately three times, in particular at most approximatelytwice, an average thickness, horizontally and perpendicularly to theconveying path (292), of at least one receiving element (170) of the atleast one vehicle (100).

86. A conveying device (222) according to one of embodiments 84 or 85,characterised in that an average free or clearable spacing between twopenetration edge regions (276) that are opposite one another in relationto the penetration region (262) is at most approximately 150%,preferably at most approximately 100%, in particular at mostapproximately 80%, of an average extent, horizontally andperpendicularly to the conveying path (292), of a central element (210)of an adapter device (208) for receiving at least one object (102).

87. A conveying device (222) according to one of embodiments 84 to 86,characterised in that the penetration edge region (276) is substantiallyL-shaped in a cross section taken perpendicularly to the conveying path(292).

88. A conveying device (222) according to one of embodiments 84 to 87,characterised in that the penetration edge region (276) extendsobliquely in relation to the direction of gravity (g) and/or obliquelyin relation to a horizontal direction.

89. A conveying device (222) according to one of embodiments 82 to 88,characterised in that the conveying device (222), in particular thepartitioning floor (248), for example the penetration edge region (276),comprises one or more closing elements (284) by means of which thepenetration region (262), in particular the penetration slot (264), isclosable, in particular automatically and/or in particular if noreceiving element (170) projects through the penetration region (262),and/or in particular in the sections of the penetration region (262), inparticular the penetration slot (264), where no receiving element (170)is currently projecting through the penetration region (262).

90. A conveying device (222) according to embodiment 89, characterisedin that one or more closing elements (284) are actuable by means of thereceiving element (170), in particular are configured to be brought intoan open position and/or a closed position.

91. A conveying device (222) according to one of embodiments 77 to 90,characterised in that the conveying device (222) comprises a stationconveying device (244) by means of which the objects (102) areconveyable independently of the vehicles (100), wherein the stationconveying device (244) is preferably integrated in a partitioning floor(248) of the station (234).

92. A conveying device (222) according to embodiment 91, characterisedin that the station conveying device (244) is a roller track (245) or achain conveyor, or comprises a roller track (245) and/or a chainconveyor.

93. A conveying device (222) according to one of embodiments 71 to 92,characterised in that the conveying device (222) comprises a stackingdevice (225) for stacking and/or unstacking a plurality of vehicles(100).

94. A conveying device (222) according to one of embodiments 71 to 93,characterised in that the conveying device (222) comprises one or morecharging regions (158) for charging an energy store (150) of the atleast one vehicle (100).

95. A conveying device (222) according to embodiment 94, characterisedin that one or more charging regions (158) are arranged at one or morestations (234) of the conveying device (222) to which the objects (102)are transportable by means of the at least one vehicle (100), and/or atwhich the objects (102) are dischargeable and/or receivable.

96. A conveying device (222) according to one of embodiments 94 or 95,characterised in that one or more charging regions (158) are arranged,in relation to a conveying path (292) of at least one vehicle (100),between two stations (234) of the conveying device (222) to which theobjects (102) are transportable by means of the at least one vehicle(100), and/or at which the objects (102) are dischargeable and/orreceivable.

97. A conveying device (222) according to one of embodiments 94 to 96,characterised in that one or more charging regions (158) are arranged inor on a return conveying path (294) of at least one vehicle (100).

98. A conveying device (222) according to one of embodiments 94 to 97,characterised in that one or more charging regions (158) are arranged inor on a path section that permanently or temporarily, in particularalternately, forms a section of a conveying path (292) of one or morevehicles (100) and a section of a return conveying path (294) of this orthese vehicles (100) or one or more other vehicles (100).

99. A conveying device (222) according to one of embodiments 94 to 98,characterised in that one or more charging regions (158) are arranged inor at a crossing region at which one or more conveying paths (292)and/or one or more return conveying paths (294) of one or more vehicles(100) cross.

100. A conveying device (222) according to one of embodiments 94 to 99,characterised in that one or more charging regions (158) are stationarycharging regions (298) at which the at least one vehicle (100) isstationary for the purpose of charging the energy store (150) and/orduring charging of the energy store (150).

101. A conveying device (222) according to one of embodiments 94 to 100,characterised in that one or more charging regions (158) are mobilecharging regions (300) past which the at least one vehicle (100) ismovable during charging of the energy store (150), and/or through whichthe at least one vehicle (100) is movable during charging of the energystore (150).

102. A conveying device (222) according to one of embodiments 94 to 101,characterised in that one or more charging regions (158) are arrangedand/or formed at or in a penetration region (262) of a partitioningfloor (248) of the conveying device (222).

103. A conveying device (222) according to one of embodiments 94 to 102,characterised in that one or more charging regions (158) are arrangedand/or formed on an underside of a partitioning floor (248) of a station(234) of the conveying device (222).

104. A conveying device (222) according to one of embodiments 94 to 103,characterised in that one or more charging regions (158) are arranged ona vehicle-accessible subsurface (160) on which the at least one vehicle(100) is configured to move, wherein the one or more charging regions(158) are arranged and/or formed in particular directly below apartitioning floor (248) of a station (234) of the conveying device(222).

105. A conveying device (222) according to one of embodiments 94 to 104,characterised in that one or more charging regions (158) take the formof a charging bay (302) into which one or more vehicles (100) areconfigured to be brought for the purpose of charging the respectiveenergy store (150), in particular in a deviation from a conveying path(292) and/or a return conveying path (294) of the vehicle (100).

106. A conveying device (222) according to embodiment 105, characterisedin that one or more charging bays (302) are holding regions (304) fortemporarily housing one or more vehicles (100), and/or maintenanceregions (306) for carrying out maintenance work on one or more vehicles(100).

107. A conveying device (222) according to one of embodiments 94 to 106,characterised in that one or more charging regions (158) are arranged ata discharge location (242) of a station (234) and/or a receivinglocation (256) of a station (234) such that an energy store (150) of thevehicle (100) is chargeable in particular during a positioning procedurefor positioning a vehicle (100) in relation to the station (234).

108. A conveying device (222) according to one of embodiments 94 to 107,characterised in that the conveying device (222) extends on a pluralityof levels (288) and comprises one or more charging regions (158) thatare arranged in a handover device (290) for handing over one or morevehicles (100) from one level (288) to another level (288).

109. A conveying device (222) according to one of embodiments 94 to 108,characterised in that the conveying device (222) comprises one or morecharging nodes (308) that each comprise a plurality of charging regions(158) for charging a plurality of vehicles (100) at the same time.

110. A conveying device (222) according to embodiment 109, characterisedin that one or more charging nodes (308) are arranged at points at whicha plurality of conveying paths (292) and/or return conveying paths (294)cross and/or overlap.

111. A conveying device (222) according to one of embodiments 71 to 110,characterised in that, for the purpose of charging the energy store(150), at least one charging region (158) comprises one or more chargeconnection points (164), which each have a plurality of contact regions(278) and/or contact elements (280) for providing voltages of differentvoltage values.

112. A conveying device (222) according to embodiment 111, characterisedin that there are provided at one or more charge connection points (164)in each case two or more than two pairs of contact regions (278) and/orcontact elements (280) that serve to provide different charge voltages,in particular at the same time.

113. A conveying device (222) according to one of embodiments 71 to 112,characterised in that one or more charge connection points (164), inparticular all of the charge connection points (164), respectivelycomprise one or more sensor devices (190) that are configured todetermine in particular the presence of a vehicle (100) at, inparticular above, the respective charge connection point (164).

114. A conveying device (222) according to embodiment 113, characterisedin that the charge connection point (164) is controllable such that onlyif a vehicle (100) is identified by means of the one or more sensordevices (190) is a current and/or voltage applied, in particularactivated, at the respective charge connection point (164) for chargingan energy store (150) of the vehicle (100).

115. A conveying device (222) according to one of embodiments 71 to 114,characterised in that the conveying device (222) comprises one or moresafety regions (270) and one or more express regions (268), wherein theone or more vehicles (100) are configured to be put in the safety modeby means of a control device (204) in the one or more safety regions(270), and

wherein the one or more vehicles (100) are configured to be put in theexpress mode by means of the control device (204) in the one or moreexpress regions (268).

116. A conveying device (222) according to embodiment 115, characterisedin that one or more express regions (268) comprise one or more returnconveying paths (294) or return conveying path sections in which the oneor more vehicles (100) in particular have no load.

117. A conveying device (222) according to one of embodiments 115 or116, characterised in that one or more express regions (268) and/or oneor more safety regions (270) are connected to one another by means ofone or more passageways (312), wherein the one or more passageways (312)preferably have, at least in certain regions, a shape that is at leastapproximately and/or at least in certain regions complementary with ashape of one or more vehicles (100).

118. A conveying device (222) according to embodiment 117, characterisedin that

-   a) one or more passageways (312) are arranged in or on one or more    stations (234) of the conveying device (222), and/or-   b) one or more passageways (312) are formed by one or more stations    (234) of the conveying device (222).

119. A conveying device (222) according to one of embodiments 115 to118, characterised in that one or more express regions (268) are formedby a double floor that is person-accessible and/or vehicle-accessible.

120. A conveying device (222) according to one of embodiments 71 to 119,characterised in that the conveying device (222) comprises a pluralityof types of station (234), wherein of at least two types of station(234) a plurality of respective stations (234) are provided.

121. A conveying device (222) according to embodiment 120, characterisedin that the objects (102) that are to be conveyed are conveyable by oneor more vehicles (100) in a predetermined order to and/or through arespective one of the stations (234) of different types, wherein bymeans of a control device (204) a single station (234) of a respectivetype of station (234) is selectable, in particular

-   a) depending on a current occupancy of the individual stations (234)    of a respective type of station (234), and/or-   b) depending on the equipment of the individual stations (234) of a    respective type of station (234), and/or-   c) depending on a configuration of the individual stations (234) of    a respective type of station (234), and/or-   d) depending on a current maintenance condition or degree of    contamination of the individual stations (234) of a respective type    of station (234).

122. A conveying device (222) according to one of embodiments 71 to 121,characterised in that the conveying device (222) comprises a transferregion (400) at which one or more objects (102) are transferable from avehicle (100) to a station conveying device (244) or another type ofreceiving device, wherein at least one entry region (402) through whichthe vehicle (100) can access a transfer location (404) of the transferdevice (400) is spatially separated from at least one exit region (410)through which the vehicle (100) is configured to move away from thetransfer location (404).

123. A conveying device (222) according to one of embodiments 71 to 122,characterised in that the conveying device (222) comprises a transferregion (400) at which one or more objects (102) are transferable from avehicle (100) to a station conveying device (244) or another type ofreceiving device, wherein a direction of entry (412) along which thevehicle (100) is configured to enter the transfer region (400) istransverse, in particular at least approximately perpendicular, to anexit direction (414) along which the vehicle (100) is configured to exitfrom the transfer region (400).

124. A conveying device (222) for conveying objects (102), in particularworkpieces, for example vehicle bodies (206), wherein the conveyingdevice (222) in particular takes a form according to one of embodiments71 to 123 and/or comprises a partitioning floor (248) that has apenetration region (262), in particular a penetration slot (264),through which one or more receiving elements (170) extend and/or areguidable for the purpose of receiving at least one object (102).

125. A conveying device (222) according to embodiment 124, characterisedin that the partitioning floor (248) comprises one or more closingelements (284) by means of which the penetration region (262), inparticular the penetration slot (264), is closable.

126. A conveying device (222) according to embodiment 125, characterisedin that the penetration region (262), in particular the penetration slot(264), is closable by means of the one or more closing elements (284)automatically and/or temporarily and/or locally and/or in particular ifno receiving element (170) projects through the penetration region(262), and/or in particular in the sections of the penetration region(262), in particular the penetration slot (264), where no receivingelement (170) is currently projecting through the penetration region(262).

127. A conveying device (222) according to one of embodiments 124 to126, characterised in that one or more closing elements (284) areactuable by means of the receiving element (170), in particular areconfigured to be brought into an open position and/or a closed position.

128. A conveying device (222) according to one of embodiments 124 to127, characterised in that one or more closing elements (284) areconfigured to be automatically moved from an open position into a closedposition, resiliently and/or under the action of gravity.

129. A conveying device (222) according to one of embodiments 124 to128, characterised in that one or more closing elements (284) take theform of slats (508) and/or flaps and/or closure panels (510).

130. A conveying device (222) according to one of embodiments 124 to129, characterised in that one or more closing elements (248) aredeflectable in particular in a horizontal direction in order totemporarily clear the penetration region (262) for the purpose ofguiding one or more receiving elements (170) through.

131. A conveying device (222) according to one of embodiments 124 to130, characterised in that the partitioning floor (248) comprises aplurality of closing elements (284) that are arranged to overlap oneanother in a closed position and/or in an open position thereof.

132. A conveying device (222) according to one of embodiments 124 to131, characterised in that the partitioning floor (248) comprises aplurality of closing elements (284) that are arranged and/or movable onmutually different levels, in particular mutually parallel levels,preferably horizontal levels.

133. A conveying device (222) according to one of embodiments 124 to132, characterised in that one or more closing elements (284) areperson-accessible.

134. A conveying device (222) according to one of embodiments 124 to133, characterised in that one or more closing elements (284) aresupported against one another and/or against one or more load-bearingpanels (504) of the partitioning floor (248), in particular in a closedposition and/or in an open position thereof.

135. A conveying device (222) according to one of embodiments 124 to134, characterised in that one or more closing elements (284) aremovable, in particular linearly displaceable, in a direction that runsobliquely, in particular perpendicularly, to a conveying direction(250).

136. A conveying device (222) according to one of embodiments 124 to135, characterised in that one or more closing elements (284) arearranged to be rotatable, in particular freely rotatable and/orrotatable about 360°, on a closing element receiving means (524) of thepartitioning floor (248).

137. A conveying device (222) according to one of embodiments 124 to136, characterised in that the penetration region (262), in particularthe penetration slot (264), extends along a conveying path (292) of theconveying device (222) and/or predetermines a conveying path (292) ofthe conveying device (222).

138. A conveying device (222) according to one of embodiments 124 to137, characterised in that the partitioning floor (248) is accessible topersons.

139. A conveying device (222) according to one of embodiments 124 to138, characterised in that the conveying device (222) comprises one ormore vehicles (100), wherein each vehicle (100) comprises the following:

-   -   a base body (104);    -   a chassis (106), by means of which the base body (104) lies        and/or is movable on a vehicle-accessible subsurface (160);    -   a drive device (110) for driving the vehicle (100);    -   a receiving device (168), which comprises one receiving element        (170), two receiving elements (170) or more than two receiving        elements (170), for receiving at least one object (102),        wherein the conveying device (222) comprises one or more        stations (234) to which the objects (102) are transportable by        means of the vehicles (100), and/or at which the objects (102)        are dischargeable and/or receivable.

140. A processing installation (224) for processing objects (102), inparticular vehicle bodies (206), wherein the processing installation(224) comprises one or more conveying devices (222) according to one ofembodiments 71 to 139.

141. A processing installation (224) according to embodiment 140,characterised in that one or more stations (234) of the conveying device(222), which are connected to one another for the purpose of conveyingobjects (102) by means of vehicles (100) of the conveying device (222),are processing stations (236) of the processing installation (224).

142. A method for conveying objects (102), wherein the objects (102) areconveyed by means of one or more vehicles (100) according to one ofembodiments 1 to 67 and/or by means of a conveying device (222)according to one of embodiments 71 to 139.

143. A method for processing objects (102), wherein the objects (102)are processed in and/or by means of a processing installation (224)according to one of embodiments 140 or 141.

1. A conveying device for conveying objects, in particular workpieces,for example vehicle bodies, wherein the conveying device comprises apartitioning floor that has a penetration region, in particular apenetration slot, through which one or more receiving elements extendand/or are guidable for the purpose of receiving at least one object. 2.A conveying device according to claim 1, wherein the partitioning floorcomprises one or more closing elements by means of which the penetrationregion, in particular the penetration slot, is closable.
 3. A conveyingdevice according to claim 2, wherein the penetration region, inparticular the penetration slot, is closable by means of the one or moreclosing elements automatically and/or temporarily and/or locally and/orin particular if no receiving element projects through the penetrationregion, and/or in particular in the sections of the penetration region,in particular the penetration slot, where no receiving element iscurrently projecting through the penetration region.
 4. A conveyingdevice according to claim 1, wherein one or more closing elements areactuable by means of the receiving element, in particular are configuredto be brought into an open position and/or a closed position.
 5. Aconveying device according to claim 1, wherein one or more closingelements are configured to be automatically moved from an open positioninto a closed position, resiliently and/or under the action of gravity.6. A conveying device according to claim 1, wherein one or more closingelements take the form of slats and/or flaps and/or closure panels.
 7. Aconveying device according to claim 1, wherein one or more closingelements are deflectable in particular in a horizontal direction inorder to temporarily clear the penetration region for the purpose ofguiding one or more receiving elements through.
 8. A conveying deviceaccording to claim 1, wherein the partitioning floor comprises aplurality of closing elements that are arranged to overlap one anotherin a closed position and/or in an open position thereof, and/or that arearranged and/or movable on mutually different levels, in particularmutually parallel levels, preferably horizontal levels.
 9. A conveyingdevice according to claim 1, wherein one or more closing elements a) areperson-accessible; and/or b) are supported against one another and/oragainst one or more load-bearing panels of the partitioning floor, inparticular in a closed position and/or in an open position thereof; c)are movable, in particular linearly displaceable, in a direction thatruns obliquely, in particular perpendicularly, to a conveying direction;and/or d) are arranged to be rotatable, in particular freely rotatableand/or rotatable about 360°, on a closing element receiving means of thepartitioning floor.
 10. A conveying device according to claim 1, whereinthe penetration region, in particular the penetration slot, extendsalong a conveying path of the conveying device or predetermines aconveying path of the conveying device.
 11. A conveying device accordingto claim 1, wherein the partitioning floor is accessible to persons. 12.A conveying device according to claim 1, wherein the conveying devicecomprises one or more vehicles, wherein each vehicle comprises thefollowing: a base body; a chassis, by means of which the base body liesand/or is movable on a vehicle-accessible subsurface; a drive device fordriving the vehicle; a receiving device, which comprises one receivingelement, two receiving elements or more than two receiving elements, forreceiving at least one object, wherein the conveying device comprisesone or more stations to which the objects are transportable by means ofthe vehicles, and/or at which the objects are dischargeable and/orreceivable.
 13. A conveying device according to claim 12, wherein one ormore stations comprise a partitioning floor below which the at least onevehicle is movable, in particular while one or more objects are movableabove the partitioning floor and/or in order to move one or more objectsabove the partitioning floor.
 14. A processing installation forprocessing objects, in particular workpieces, for example vehiclebodies, wherein the processing installation comprises one or moreconveying devices according to claim
 1. 15. A method for conveyingand/or processing objects, wherein the objects are conveyed by means ofa conveying device according to claim 1 and/or wherein the objects areprocessed in and/or by means of a processing installation according toclaim 14.